DONATED  TO 

RESEARCH  CENTER  LIBRARY 
BY 

W.  M.  KELLER 


WILLIAM  M.  KELLER 


Digitized  by  the  Internet  Archive 
in  2017  with  funding  from 

University  of  Illinois  Urbana-Champaign  Alternates 


https://archive.org/details/locomotivetestin00penn_0 


PhxXvSylvania  Railroad  Comlaxy 

■ TlivST  DlvPARTMKXT 
LOCOMOTIVK  TKSTIXG  PLAXT 

AT 

! ALTOONA,  PENNA. 

I 

j 


BULLETINvS 


No. 

5 

Tests  of  an  E2a  Locomotive 

No. 

6 

Tests  with  Hollow  Brick  Arch 

No. 

7 

Tests  of  Piston  Valves 

No. 

8 

Tests  with  Grate  Area  Reduced,  and 
with  Grates  with  Solid  Ends 

No. 

9 

Tests  of  Self-Cleaning  PTont  Ends 

No. 

10 

Tests  of  a Modified  Class  H8sb 
Locomotive 

No. 

11 

Tests  of  a Class  E3sd  Locomotive 

No. 

12 

Bank  versus  Level  Firing 

No. 

13 

Tests  of  Smokebox  Superheater 

I 


1914 


PENNSYLVANIA  RAILROAD  COMPANY 

TEST  DEPARTMENT 

LOCOMOTIVE  Testing  Plant 

AT 

ALTOONA,  PENNA. 


TESTS  OF  AN  E2A  LOCOMOTIVE 


1910 


Pennsylvania  Railroad  Company 


LOCOMOTIVE  TESTING  PLANT 

AT 

Altoona,  Penna. 

1910. 


Tests  oe  “E2a'"  Atlantic  Type,  Simple  Locomotive. 
Pennsylvania  Railroad  Company. 

BULLETIN  No.  5 


Copyright,  1910,  by  Pennsylvania  Railroad  Company. 

The  original  program  of  tests  that  was  planned  by  the 
Pennsylvania  Railroad  Company  to  be  made  on  the  Locomotive 
Testing  Plant  at  St.  Louis,  in  1904,  included  tests  of  one  of  the 
Company’s  simple  passenger  locomotives  of  the  Atlantic  type 
with  D valves*  and  a locomotive  of  this  type  was  prepared 
and  held  in  readiness  for  the  tests,  but  as  the  time  at  St.  Louis 
was  not  sufficient,  these  tests  could  not  be  carried  out. 

That  tests  of  a simple  two-cylinder  passenger  locomotive, 
made  under  the  same  conditions  as  were  maintained  in  the  tests 
of  the  four-cylinder  balanced  compound  passenger  locomotives, 
would  be  of  particular  interest  has  been  apparent. 

Upon  the  completion  of  the  Testing  Plant  at  its  permanent 
location  at  Altoona  this  locomotive  was  placed  upon  it,  and  the 
Pennsylvania  Railroad  Company  now  makes  public  in  the  follow- 
ing  pages  the  results  of  such  a series  of  tests  as  was  formerly 
contemplated. 

This  locomotive.  No.  5266,  has  been  tested  by  the  same 
methods  and  under  as  nearly  as  possible  the  same  conditions, 
using  the  same  kind  of  coal  as  with  the  locomotives  tested  at  St. 
Louis,  so  that  comparisons  are  possible  with  these  former  tests. 
As  the  methods  used  in  testing  are  given  in  detail  in  the  report 
of  the  St.  Louis  tests,  no  extended  description  of  them  will  be 
given  here. 

♦ See  “Locomotive  Tests  and  Exhibits,”  P.  R.  R..  St.  Louis,  1904. 


4 


Description  or  the  Locomotive. 


Locomotive  No.  5266  is  of  the  Atlantic  type  with  two  simple 
cylinders  and  is  known  as  the  “E2a”  class.  It  is  identical  in  all 
respects  with  the  other  locomotives  of  its  class  and  may  be  taken 
as  representative  of  a large  class  of  passenger  locomotives  used 
on  the  Pennsylvania  Railroad  in  regular  service. 

The  locomotive  was  built  in  1904  and  has  seen  considerable 
service  since  that  time.  In  preparing  it  for  the  tests  it  was  taken 
into  the  shop  and  the  boiler  thoroughly  cleaned  and  new  tubes 
put  in.  New  tires  were  put  on  the  driving  wheels  to  bring  them 
up  to  the  regular  diameter  of  80  inches.  The  machinery  was 
thoroughly  overhauled  and  put  in  good  repair.  The  cylinders 
were  found  to  be  sm.ooth  and  they  were  not  rebored.  The  loco- 
motive was  then  placed  upon  the  plant  and  run  for  some  time  to 
get  the  bearing  surfaces  in  good  condition  before  beginning  the 
tests. 


Before  the  tests  were  completed  the  front  driving  wheel 
tires  had  become  flat  in  one  place,  due,  probably,  to  a soft  place 
in  the  tire,  and  the  locomotive  was  removed  from  the  plant  and 
the  tires  of  the  driving  wheels  turned. 

The  general  dimensions  of  the  locomotive  are  given  below : 

Total  weight,  in  working  order,  lbs 184,167 

Weight  on  drivers,  in  working  order,  lbs..  110,001 

Cylinders  (simple)  size  inches 20^4^26 

Diameter  of  driving  wheels,  inches 80 

Fire-box  heating  surface,  square  feet 156.86 

Heating  surface  of  tubes  (water  side) 

square  feet  2,471.04 

Total  heating  surface  (based  on  water  side 

tubes),  square  feet 2,627.90 

Total  heating  surface  (based  on  fire  side 

tubes),  square  feet 2,319.26 

Grate  area,  square  feet 55.5 

Boiler  pressure,  lbs.  per  square  inch 205 

Valves,  type Wilson  double  ported,  slide 

Valve  gear  Stephenson 

Fire-box,  type Wide,  Belpaire 

Number  of  tubes 315 

Outside  diameter  of  tubes,  inches 2 

Length  of  tubes,  inches 180 


5 


The  maximum  calculated  tractive  efifort  at  starting  is  22,500 
pounds  with  80  per  cent,  of  the  boiler  pressure  available  as  mean 
effective  pressure  in  the  cylinders.  This  is  equal  to  136.6  pounds 
per  pound  of  mean  effective  pressure  in  the  cylinders. 

The  ratio  of  weight  on  drivers  to  the  calculated  maximum 
tractive  effort  is  4.9  to  i. 

Generai.  Arrangement  oe  Locomotive. 

Figure  918  shows  the  general  arrangement  of  the  locomotive 
and  the  location  of  the  instruments  used  in  testing. 

BoieER. 

The  boiler,  Figure  920,  has  no  very  unusual  features;  it  is 
of  the  Belpaire  type  with  a wide  grate  and  sloping  back  head  and 
throat  sheet.  The  water  spaces  have  been  arranged  with  the  idea 
of  promoting  good  circulation.  There  is  no  brick  arch,  but  there 
is  what  may  be  called  a combustion  chamber,  though  it  is  of  small 
volume.  This  combustion  space  is  increased  by  the  dead  grate 
at  the  front  end  of  the  grate.  The  feed  water  is  delivered  to 
the  boiler  through  the  back  head,  with  an  internal  pipe  to  deliver 
it  to  the  front  end.  There  is  no  superheater  or  feed  water  heating 
device.  The  boiler  is  of  steel  throughout  with  plain  tubes. 

Smoke  Box. 

The  arrangement  of  the  draft  appliances  and  netting  in  the 
smoke-box  is  shown  in  Figure  921. 

The  diaphragm  is  perforated  and  is  fitted  with  the  usual 
movable  lower  part.  There  is  an  inside  stack  reaching  down 
nearly  to  the  centre  of  the  smoke-box.  The  exhaust  nozzle  is 
single  and  the  tip  is  below  the  centre  line  of  the  smoke-box.  The 
steam  pipe,  or  branch  pipe,  is  a single  pipe  in  this  locomotive  in 
the  centre  of  the  smoke-box. 

Neither  the  diaphragm  nor  the  nozzle  was  changed  during 
the  series  of  tests. 

Grate. 

The  grate  is  of  the  usual  rocking  finger  type  (see  Figure 
922)  and  can  be  shaken  in  four  separate  sections.  At  the  front 
end  there  is  a section  of  the  grate  without  air  inlets,  or  a “dead 
grate”  about  18  inches  wide.  The  grate  is  practically  level. 
There  is  a drop  grate  section  at  both  front  and  back  of  the  fire- 
box. The  active  shaking  part  of  the  grate  has  an  area  of  about 
31  square  feet,  while  the  total  area,  including  the  whole  space  at 
the  top  of  the  grate  up  to  the  boiler  sheets,  is  55.5  square  feet. 


6 


Soon  after  the  tests  were  started  it  was  found  that  with  the 
damper  in  the  ash-pan  open  the  air  inlet  was  not  sufficiently  large 
for  tests  of  heavy  load  and  the  inlet  area  was  increased  by  cutting 
holes  in  the  ash-pan  sides,  so  that  the  area  of  inlet  for  air  was 
increased  from  2.3  square  feet  to  6.3  square  feet.  This  latter 
area  was  found  to  give  not  more  than  seven-tenths  of  an  inch  of 
water  vacuum  at  full  load  tests. 

It  is  probable  that  the  area  of  opening  in  the  ash-pan  that  is 
required  on  the  Testing  Plant,  where  the  locomotive  is  stationary, 
is  in  excess  of  what  would  be  necessary  to  give  similar  draught 
conditions  where  the  locomotive  is  in  service  on  the  road,  though 
data  is  not  at  hand  to  determine  this. 

The  coal  used  in  the  tests  of  No.  5266  was  the  Scalp  Level 
coal  as  used  in  the  tests  at  St.  Louis.  The  average  analyses  for 
the  two  series  of  tests  are  given  below : 

Tests  of  No.  5266 


St.  Louis  Tests. 

at  Altoona. 

Fixed  Carbon 

75.85  per  cent. 

76.25  per  cent. 

Volatile  combustible. 

16.25  “ 

16.13  “ “ 

Moisture  

•9  “ 

1.60  ‘‘  “ 

Ash  

7.00  “ 

a 

6.02  ‘‘  “ 

100.00  “ 

i6 

100.00  “ “ 

'Sulphur  determined 

separately  

.90  “ 

i( 

.94  “ " 

B.  T.  U.  per  pound  of 

coal  

15025 

1 5 143 

In  the  following  tables  and  plots  the  items  of  most  general 
interest  are  given,  while  the  complete  records  of  the  tests  are 
shown  in  the  appendix. 

The  conditions  under  which  the  tests  were  made  were  selected 
in  the  following  manner:  The  reverse  lever  latch  was  placed  in 
the  notch  which  would  give  the  least  possible  cut-off  in  the  cylin- 
ders, and  with  fully  opened  throttle  and  constant  speed  a test  was 
run.  Then  the  reverse  lever  was  advanced  to  the  next  notch, 
giving  a longer  cut-off  and  another  test  run.  This  increase 
of  cut-off  was  continued  until  at  this  speed  the  boiler  would  fail 
to  supply  steam  at  approximately  working  pressure.  This  pro- 
cess was  then  repeated  for  the  next  higher  speed.  Thus  the 
tests  show  the  performance  of  the  locomotive  for  almost  its  whole 
range  of  action.  The  higher  power  tests  at  each  speed  showing, 
with  certain  exceptions,  the  power  that  the  locomotive  is  capable 


1 


of  delivering  for  a considerable  length  of  time,  such  as  two  or 
three  hours  or  the  time  required  for  a run  over  a loo-mile  division 
of  road. 

This  method  of  testing  the  locomotive  under  conditions 
which  could  be  sustained  for  a considerable  time,  while  it  is  the 
only  fair  method,  does  not,  of  course,  give  the  much  higher  power 
that  could  be  shown  for  a test  of  short  duration,  where  the  re- 
serve power  of  a boiler  full  of  heated  water  is  drawn  upon  for  a 
short  time  without  using  the  injector  to  keep  up  the  supply.  It 
will  be  noted  that  in  all  of  the  tests  that  the  injector  was  in 
operation  practically  all  of  the  time  of  the  test.  (See  item  No. 
226  in  appendix.) 


TESTS  ON  ATLANTIC  TYPE,  SIMPLE,  LOCOMOTIVE  NO.  5266. 


CUT-OFF  IN  PER  CENT.  OF  STROKE. 

FIG.  901. 


It  has  been  the  custom  in  locomotive  tests  to  obtain  a certain 
fixed  evaporation  for  each  square  foot  of  heating  surface  or  a 
certain  quantity  of  coal  burned  per  square  foot  of  grate  surface 


8 


before  ending  the  test,  so  that  the  total  quantities  would  be  ap- 
proximately equal  for  tests  at  either  light  or  heavy  power. 

While  it  cannot  be  said  that  any  fixed  method  was  rigidly 
adhered  to  in  these  tests,  an  endeavor  was  made  to  obtain  an 
evaporation  of  30  pounds  of  water  for  each  square  foot  of  heat- 
ing surface  or  a total  of  approximately  70,000  pounds,  though 
no  tests  were  made  of  more  than  three  hours  duration.  At  speeds 
of  240  and  280  revolutions  per  minute  many  difficulties  arise  that 
limit  the  possibility  of  making  successful  tests,  so  rather  than 
incur  the  risk  of  having  to  stop  the  locomotive  with  a test  uncom- 
pleted, the  time  of  these  high  speed  tests  was  reduced  to  an  hour 
or  an  hour  and  a half.  As  data  throughout  the  full  range  of 
the  boiler  capacity  can  be  determined  at  the  intermediate  speeds, 
there  is  little  gained  by  running  these  high  speed  tests  longer  than 
is  required  to  obtain  enough  readings  to  determine  the  perform- 
ance of  the  engines  of  the  locomotive  and  the  draw-bar  pull. 

BOILER  PERFORMANCE 

General  Conditions — Table  No.  901. 

The  data  for  the  tests  in  tables  901  to  908  inclusive  are 
TABLE  No.  901— GENERAL  BOILER  CONDITIONS. 


j Identification 
of  Test 

miration  of  Test, 
Minutes 

Average  Pressure 

Lbs.  Per  Sq.  Inch 

Av.  Temp. 
Degrees  F. 

Total  Coal  Fired 
Per  Sq.  Ft.  of  Grate, 
Lbs. 

Te«t  Number 

I>aboratory 

Designation 

toiler 

Pressure 

Atmospheric 

Pressure 

Testing 

Plant 

Feed 

Water 

(Cal) 

(217) 

(221) 

(208) 

1 (211) 

j (Cal) 

901 

80-I5-F 

180 

201.3 

14.06 

61.0 

48.0 

92.5 

902 

80-2  0-E  . 

180 

200.1 

14. 10 

64.0 

46.4 

105.8 

904 

80-25-E 

180 

198.5 

14.19 

65.0 

48.0 

118.9 

908 

12'0-20-F 

180 

201.0 

14.06 

69.3 

48.5 

134.1 

913 

100-<15-F 

180 

198.0 

14.24 

60.0 

45.2 

151.6 

914 

160-20-F 

180 

202.9 

14.30 

55. '5 

43.7 

166.6 

906 

80-30-F 

180 

20'2.6 

14.15 

59.0 

40.0 

160.3 

910 

120-25-F 

180 

200.5 

14.12 

61.8 

47. '6 

182.2 

920 

2 00-2  OF 

150 

202.0 

14.12 

53.0 

42.6 

171.1 

916 

100-2'5-F 

150 

200.0 

14.37 

46.5 

42.2 

195.5 

923 

240-15-F 

90 

196.4 

13.97 

60.5 

40.8 

138.8 

912 

120-3  0-F 

; 150 

202.7 

14.10 

64.0 

42.2 

182.1 

917 

160-27-F 

{ 180 

188.4 

14.15 

60.0 

46.8 

262.3 

924 

■240-20JF 

60 

197.5 

14.04 

61.0 

40.5 

111.2 

927 

280-15-F 

'60 

194.4 

14.03 

51.5 

41.0 

91.3 

922 

200-25-F 

72 

202.1 

14.30 

54.0 

41.8 

109.2 

918 

160J30-F 

60 

1 

186.1 

14.11 

61.5 

50.1 

101.6 

9 


arranged  according  to  the  equivalent  evaporation  per  hour  (item 
344,  table  No.  902),  as  this  is  a convenient  index  of  the  rate  at 
which  the  boiler  is  working.  The  average  steam  pressure  (item 
217)  can  best  be  studied  by  reference  to  the  graphical  logs  of  the 
tests  where  the  variations  in  pressure  at  each  lo-minute  interval 
are  shown.  The  pressure  reading  was  obtained  by  means  of  a 
sensitive  gage  mounted  near  the  locomotive  and  connected  to  it 
by  a flexible  pipe.  The  gage  has  been  found  to  give  better  service 
in  this  position  than  when  mounted  on  the  locomotive  and  ex- 
posed to  the  heat  of  the  boiler.  A correction  was  made  in  the 
gage  reading  for  the  head  of  condensed  steam  in  the  gage  connec- 
tion pipe. 

As  indicated  in  column  21 1,  the  feed  water  temperature  was, 
at  times,  as  low  as  40°  F,  making  a difference  between  the  actual 
weight  of  water  evaporated  per  hour  and  the  equivalent  evapora- 
tion of  as  much  as  4,983  pounds. 

The  last  column  of  table  901  gives  the  total  coal  per  square 
foot  of  grate  for  the  whole  time  of  the  test.  In  two  tests  only, 
the  quantity  is  below  100  pounds. 

Evaporation — Table:  902. 

This  table  shows  the  rates  at  which  the  boiler  delivered 
steam  to  the  engines,  and  it  also  shows  the  range  of  this  delivery 
and  the  practical  limitations  upon  the  boiler  capacity.  Starting 
with  an  evaporation  of  14,673  pounds  per  hour,  the  rates  per 
Four  advance  by  fairly  even  stages  until  an  evaporation  of  about 
30,000  pounds  is  reached.  Where  an  evaporation  of  30,721 
pounds  per  hour  is  shown  in  test  918  the  steam  pressure,  as 
shown  by  the  graphical  log  for  this  test,  could  not  be  maintained 
and  the  upper  limit  of  boiler  delivery  was  exceeded  in  this  test. 
The  boiler  may  be  expected  to  deliver  a maximum  of  30,000 
pounds  of  Steam  per  hour  with  this  coal  and  these  draught  ar- 
rangements. The  quality  of  the  steam  does  not  vary  greatly 
from  a mean  of  about  98.5  per  cent.,  or  practically  dry  steam, 
and  the  results  do  not  indicate  that  a greater  amount  of  moisture 
is  present  in  the  steam  when  the  boiler  is  delivering  large  quan- 
tities of  steam  than  when  the  evaporation  is  low. 


TABLE  No.  902— EVAPORATION. 


Identification 
of  Test 

Water  and 
Steam 

Calorimeter 

Results 

M 

Test  Number 

Laboratory 

Desig-nation 

Duration  of  Tes 
Minutes 

Total  Lbs. 

Evaporated 

Pounds 

Evaporated 

Per  Hour 

Quality 

Steam  in 

Dome 

Quality 

Steam  in 

Branch  Pipe 

Degrees 

Superheat 

Branch  Pipe 

Equivalent 

Evaporation,  Lb 

Per  Hour 

(Cal) 

! (264) 

(340) 

! (228) 

' (229) 

(230) 

(344) 

901 

80-15^F 

180 

44020 

14673 

.9856 

1 .9983 

0 

17806 

902 

i 80-20-F 

180 

48226 

16075 : 

.9866 

.9997 

0 

19546 

904 

80-25-F 

180 

55536 

18512 

.9860 

1.0022 

4.00 

22466 

908 

120-20<F 

I 180 

6040'6 

20135 

.9860 

1.0024 

4.20 

24434 

913 

1604  5-F 

1 180 

62276 

20759 

.9864 

1.0055 

9.60 

25259 

914 

I6O-2O1-F 

1 180 

66120 

22040 

.9854 

1.0067 

11.72 

26851 

90'G 

80-30-F 

i 180 

67608 

22536 

.9845 

.9994 

0 

27519 

910 

12'0-'25-F 

180 

70001 

23334 

.9860 

1.0069 

12.08 

28330 

920 

2-00-20IF 

150 

65283 

26113 

.9856 

1.0098 

17.16 

31841 

916 

160-25-F 

150 

66090 

26436 

.9859 

1.0106 

18.57 

32246 

923 

24045-F 

90 

41048 

27365 

.9850 

1.0091 

15.93 

33383 

912 

120-30-F 

150 

09273 

27711 

.9851 

1.0071 

12 . 43 

33792 

917 

160-27-F 

180 

86010 

28670 

.9860 

1.0202 

35.51 

34793 

924 

240-26  F 

60 

28670 

28670 

.9860 

1.00'93 

16.29 

35014 

927 

■280-15-F 

60 

28890 

28890 

.9854 

1.00184 

14.73 

35240 

922 

2(>0-2i5-F 

72 

36360 

303  O'O 

.9859 

1.0127 

22.23 

36981 

918 

160-30-F 

60 

30721 

30721 

.9860 

1.0-218 

38.38 

37170 

Boiler  Power — Table  903. 

The  boiler  horse-power  (item  349)  is  based  upon  the  gener- 
ally accepted  unit  of  an  equivalent  evaporation  of  34.5  pounds  of 
water  per  hour  for  each  boiler  horse-power.  The  range  of  the 
tests  is  from  about  500  to  1,000  boiler  horse-power.  This  table 
shows  that  the  boiler  will  deliver  about  1,000  boiler  horse-power, 
which  is  at  the  rate  of  about  .43  of  a horse-power  per  square  foot 
of  heating  surface,  or  2.32  square  feet  of  heating  surface  per 
horse-power.  There  is  about  18  horse-power  delivered  per 
square  foot  of  grate  surface. 


11 


TABLE  No.  903— BOILER  POWER. 


Identification 
of  Test 

Duration  of  Test, 
Minutes 

Equivalent 
Evaporation,  Lbs. 

Boiler 

Horse-Power 

Test  Number 

Laboratory- 

Designation 

Per  Sq.  Ft.  of 

Grate  Surface 
Per  Hour 

Per  Sq.  Ft.  of  | 
Heating  Surface 
Per  Hour 

Total 

Per  Sq.  Ft. 

Heating 

Surface 

Per  Sq.  Ft. 

Grate 

Surface 

1 

(Cal) 

1 (Cal) 

(345) 

1 (349) 

(Cal)  j 

(Cal) 

901 

80-15-F 

180 

321 

7.G8 

51G.0 

.222 

9.30 

902 

80-20  (F 

180 

352 

8.43 

5GG.G 

.244 

10.21 

904 

80-2  5-F 

180 

405 

9.G9 

G51.1 

i .281 

11.73 

908 

120-20vF 

180 

440 

10.54 

708.2 

' . 305 

12. 7G 

913 

1G0-15(F 

180 

455 

10.89 

732.1 

1 .31G 

13.19 

914 

1G0-20-F 

180 

484 

11.58 

778.3 

1 .33G 

14.0'2 

90G 

80-30-F 

180 

49G 

11.87 

797.7 

.344 

14.37 

910 

120-25  ;f 

180 

510 

12. '21 

821.2 

.354 

14.80 

920 

200-20-F 

150 

574 

13.73 

922 . 9 

.398 

1G.G3 

91G 

1 G O-2  5-F 

150 

581 

13.90 

934.7 

.403 

1G.84 

923 

240-15-F 

90 

G02 

14.39 

9G7 . G 

.417 

17.43 

912 

120-30-F 

150 

G09 

14.  G8 

979.4 

.42.2 

17. G5 

917 

IGO-27.F 

180 

G27 

15.00 

1008.5 

. 435 

18.17 

924 

240-20-F 

GO 

G31 

15.10 

1014.9 

.438 

18.29 

927 

2.80-15--F 

GO 

G35 

15.19 

1021.4 

.440 

18.40 

922 

2'09-25-'F 

72 

GGG 

15.94 

1071.9 

.4G2 

19.31 

918 

1G0-30-F 

GO 

G70 

1G.03 

1077.4 

.4G5 

19.41 

Coal  and  Rate:  ol  Combustion — Table:  904. 

The  coal  fired  per  hour  ranges  from  1,665  6,101,  but  it 

does  not  follow  exactly  the  increase  in  evaporation.  This  can 
be  accounted  for  principally  as  due  to  variation  in  estimating  the 
depth  of  fire  at  the  beginning  and  end  of  the  test,  and  the  incon- 
sistencies are  most  marked  in  the  tests  of  short  duration.  From 
observation  and  as  indicated  on  the  graphical  logs,  the  rate  of 
firing  was  as  uniform  as  can  be  expected. 


12 


TABLE  No.  904— COAL  AND  RATE  OF  COMBUSTION. 


Identification 
of  Test 

Duration  of  Test, 
Minutes 

1 - 

Total 

Dry  Coal  Fired 

Fuel 

In  Pounds 

Rate  of 
Combustion 

Test  Number 

1 

Laboratory- 

Designation 

Total 

Combustible 

1 By  Analysis 

Dry  Coal  Fired 
Per  Hour 

1 Combustible 
■ Fired  Per  Hour 

Dry  Coal  Fired 
' Per  Sq.  Ft.  of 
Grate  Per  Hour 

Dry  Coal 

Per  iSq.  Ft. 
Heating  Surface 

Per  Hour 

(Cal)  i (235) 

(236) 

(338) 

i (Cal) 

(339) 

1 (Cal) 

901 

80-15^F 

180 

4994 

4723 

1665 

1574  ! 

30.00 

.718 

90'2 

80-20-F 

180 

5802 

5392 

1934 

1797 

34.85 

.834 

904 

80-25-F 

180 

G530 

G140 

2177 

2047 

39.23 

.939 

908 

120^20;F 

180 

73G5 

6926 

2455 

2300 

44.24 

1.059 

913 

160-15-F 

180 

8186 

7742 

2729 

2581 

49.17 

1.177 

914 

lG'O-20-F 

180 

8995 

8508 

2098 

2836 

54.01 

1.293 

906 

80-30-F 

180 

8797 

8212 

2932 

2737 

52.83 

1.264 

910 

120-25-F 

180 

100‘00 

9410 

3333 

3137 

60.04 

1.437 

920 

20'0-S.O^F 

150 

9235 

8735 

3694 

3494 

66.56 

1.593 

910 

lG'0-2:5-F 

150 

10552 

9981 

4221 

3992 

76.05 

1.820 

923 

240-15-F 

90 

7620 

7113 

5080 

4742 

91.53 

2.190 

912 

020-30  iF 

150 

9970 

9335 

3988 

3734 

71.86 

1.720 

917 

1G0-27-F 

180 

14405 

13547 

4802 

4516 

86.53 

2.070 

924 

'24'0-20-F 

GO 

GlOl 

5695 

6101 

5605 

100.93 

2.631 

927 

2-80-15-F 

GO 

5012 

4678 

5012 

4678 

00.31 

2.161 

922 

:20'0-25-F 

7i2 

5980 

5599 

4983 

4666 

89.78 

2.149 

918 

1G0130-F 

60 

5581 

5249 

5581 

5249 

100.58 

2.406 

Cinders  and  Sparks — Table  905. 

As  the  coal  used  in  these  tests  was  of  a friable  nature  and 
as  much  of  it  was  of  very  small  size  when  fired,  it  is  to  be  ex- 
pected that  the  quantities  of  cinders  and  sparks  will  be  large.  In 
test  918,  laboratory  designation  160 — 30 — F,  the  cinders  caught 
in  the  smoke-box  were  987  pounds,  and  this  quantity  was  suffi- 
cient to  fill  the  smoke-box,  which  is  not  of  the  self-cleaning  de- 
sign, so  that  the  draft  was  obstructed  and  the  boiler  failure,  which 
occurred  in  this  test,  is  directly  traceable  to  this  cause. 

The  calorific  value  of  the  cinders  and  sparks  is  high.  They 
represent  practically  unburned  coal,  and  in  view  of  the  large 
quantities  drawn  through  the  tubes  it  is  apparent  that  better  re- 
sults could  be  expected  from  burning  this  quantity  of  coal  on  a 
much  larger  grate  where  the  draft  action  need  not  be  so  intense 
in  order  to  burn  the  quantity  of  fuel  required. 


13 


TABLE  No.  905— CINDERS  AND  SPARKS. 


Identification 
of  Test 

Duration  of  Test,  j 
Minutes 

Total  in  T>bs. 
Per  Hour 

Calorific  Value 

B.  T.  U.  I’er  Lb. 

Test  Number 

! 

Laboratory 

Designation 

Cinders 

in 

Smoke-Box 

Sparks 

from 

Stack 

Cinders 

and 

Sparks 

of 

Cinders 

of 

Sparks 

I 

1 1 (Cal) 

(238) 

(239) 1 

(240) 

(250) 

(251) 

901 

80-15-P 

180 

52  1 

IG 

G8 

11713  1 

108G8 

902 

80-20-F 

180 

4G  ; 

10 

5G 

10370 

11784 

904 

80-25-P 

180 

82  1 

16 

•98 

12491 

11784 

9'08 

12'0^20-P 

180 

101  * 

23  ; 

124 

lOGOG 

8484 

913 

1G0-15-P 

180 

98  ' 

43  ' 

141  ! 

12770 

8910 

•914 

1G0-20-P 

180 

194  ' 

47 

241 

11048 

98G0 

906 

80-30-P 

180 

GG  j 

47 

113 

11291 

100G5 

910 

120-25-P 

180  ! 

236  1 

15 

251 

11194 

11017 

920 

200-20-P 

150  , 

204  1 

85 

289 

9471 

11378 

916 

16'0^2.5-P 

150 

30i2  1 

128 

430 

9287  ' 

9042 

923 

240-15-P 

90 

508 

84 

592 

1050G 

9299 

912 

12O-30-P 

150 

110  1 

153 

2G3 

11998 

12-057 

917 

1G0-27-P 

180  { 

492  ! 

140 

G32 

9701  ’ 

11G17 

924 

240-20-P 

GO 

514  ! 

95 

G09 

12157  ' 

11977 

927 

280-1 5-P 

GO  ! 

584 

-58 

G42 

11472 

12197 

922 

200-25-P 

72 

31G 

208 

524 

11523  1 

11198 

918 

1G0-30-P 

GO 

987 

238 

1225 

11497 

10899 

Draught  and  Rate  oe  Combustion. 

Smoke-Box  and  Fire-Box  Temperatures — Table  No.  906. 

In  this  table  are  shown  the  results  of  the  observations  of  the 
draught,  and  in  Fig.  902  these  draught  results  are  plotted  in  con- 
nection with  the  amounts  of  coal  burned.  The  figures  show  wide 
variations,  and  this  is  to  be  expected,  as  the  draught  is  influenced 
by  a number  of  factors,  such  as  the  thickness  of  the  fire,  the  boiler 
pressure  and  by  the  position  of  the  fire  door.  The  readings  are 
the  average  of  readings  taken  at  the  beginning  of  each  ten- 
minute  interval  without  regard  to  whether  the  fire  door  was 


TABLE  No.  906— DRAUGHT,  RATE  OF  COMBUSTION,  SMOKE- 
BOX  AND  FIRE-BOX  TEMPERTURES. 


Identification 
of  Test 

Duration  of  Test, 
Minutes 

Draught  in  Inches 
of  Water 

Temp.  1 

Degrees  F. 

Dry  Coal  Per  Sq.  PL 

Grate  Surface, 

Per  Hour,  Lbs. 

Test  Number  j 

Laboratory 

Designation 

In  Front 
of 

Diaphragm 

Back 

of 

Diaphragm 

In 

j Fire-Box 

In 

1 Ash-Pan 

In 

Fire-Box 

In 

Smoke-Box 

1 

j(Cal) 

(222)  1 

(223) 

(224)  1 

1(225) 

1—1 

(207) 

1 (339) 

901 

i 80-1 5-F 

180 

2.0 

1.8 

.6 

.2 

1774 

562 

30.00 

902 

80-20-F 

180 

2.1 

1.9 

.8 

.1 

1918 

579 

34.85 

904 

120-20-F 

180 

3.3 

3.1 

1.4 

.7 

1803 

618 

39.23 

908 

1G0-15-F 

180 

3.9 

3.4 

1.7 

.7 

1859 

644 

44.24 

914 

160-20-F 

180 

3.1 

2.8 

.9 

.2 

20i78 

633 

49.17 

90'G 

1 80-30-F 

180 

3.7 

3.2 

1.2 

.2 

1952 

654 

54.01 

910 

1 12  0-2  5-F 

180 

3.4 

2.9 

.7 

.3 

1915 

630 

52.83 

920 

1 20'0-20-F 

180 

5.1 

4.5 

2.3 

1.0 

1966 

672 

60.04 

916 

1 160I25-F 

159 

5.0 

4.2 

1.3 

.2 

2076 

679 

66.56 

923 

‘ 80-25-F 

150 

5.2 

4.4 

1.5 

.3 

1936 

681 

76.05 

912 

! 2 4 0-1 5-F 

90 

5.6 

4.7 

1.3 

.2 

20'25 

693 

91.53 

924 

120-30-F 

150 

4.9 

4.2 

1.4 

.3 

2077 

665 

71.86 

927 

160-27-F 

180 

7.7 

6.2 

2.1 

.3 

2058 

719 

86.53 

922 

240-30-F 

GO 

5.4 

4.G 

1.4 

.3 

2266 

675 

109.93 

918 

2 80-1 5-F 

GO 

5.6 

4.9 

1.5 

.2 

2165 

715 

90.31 

917 

2'0'0-25-F 

72 

6.0 

5.1 

1.6 

.3 

2180 

694 

89.78 

913 

1G0-30-F 

GO 

8.9 

8.0 

3.0 

1.3 

2143 

740 

100.58 

open  or  not.  As  a matter  of  fact,  in  some  of  the  heavier  power 
tests  the  fire  door  is  open  more  than  one-half  of  the  time,  and  as 
this  is  one  of  the  fixed  conditions  governing  the  intensity  of  the 
draught,  it  has  not  been  eliminated  from  the  readings  of  the 
average  draught. 

Fire-box  and  smoke-box  temperatures  were  measured  by 
means  of  thermo  couples. 


Evaporative  Performance — Table  907. 

In  Figure  No.  905  the  equivalent  evaporation  is  plotted  with 
the  evaporation  per  square  foot  of  heating  surface.  The  equiva- 


15 


TABiIjE  No.  907— evaporative  PERFORMANCE. 


Identification 
of  Test 

Evaporative  j 

Performance 

Test  Number 

Laboratory 

Designation 

Duration  of  Tes' 
Minutes 

Total  Water 
Divided  by 
Total  Coal 

Equivalent 

Evaporation 

Per  Pound 
of  Dry  Coal 

Equivalent 
Evaporation 
Per  Pound  of 
Combustible 

(Cal) 

1 (Cal) 

1 (347) 

j (348)  1 

901 

80-15-.F 

180 

8.57 

10.69 

11.31 

902 

80-20-F 

180 

8.21 

10.11 

10.88 

904 

80-2  5-F 

180 

8.42 

10.32 

10 . 98 

908 

120-20nF 

180 

8.12 

9.95  1 

10.58 

913 

1'00-15-P 

180 

7.40 

9.26  , 

9.79 

914 

160-20-F 

180 

7.15 

8.96 

9.46 

906 

80-30^F 

180 

7.60 

9 . 39 

10.05 

910 

12  0-2  5-F 

180 

6.92 

8.50 

9.03  ! 

920 

200-20-F 

150 

6.88 

8.62 

9.11 

916 

100-25^F 

150 

6.09 

7.64 

8.08 

923 

240-1'5-F 

90 

5.33 

6.57 

7.04 

912 

120-30-F 

150 

6.85 

8.47 

9 . 05 

917 

100-27^F 

180 

'5.91 

7.25 

7.70 

924 

240-20-P 

60 

4.65 

5.74 

5.15 

927 

280-15-F 

60 

5 . 70 

7.03 

-7.53 

922 

200-25-F 

72 

6.00 

7.42 

7.93 

918 

160-30-F 

60 

5 . 45 

6.66 

7.08 

o 

. p y 

^ £ b 

PQ  Q 
PLh 


^ It 

S I 

o 

O W 
<C  *<-' 

W ° 


(248) 

1 (350) 

15264 

67.0'5 

15077 

64.70 

15167 

05.71 

15167 

63.36 

15264 

58.59 

15264 

50.08 

15020 

00.38 

15167 

54.13 

15264 

54.52 

15264 

: 48.34 

15020 

42.25 

15057 

54.32 

15167 

40.17 

15020 

36.91 

15020 

45.20 

15057 

47.59 

15107 

42.41 

1 

lent  evaporation  per  pound  of  coal  ranges  from  10.69 — which  is 
obtained  at  the  lowest  rate  of  evaporation,  viz ; 7.68  pounds  per 
square  foot  of  heating  surface — to  a minimum  of  5.74.  The 
highest  rate  of  evaporation  was  16.09  pounds  per  square  foot  of 
heating  surface. 

From  the  results  in  this  table  it  is  evident  that  the  economi- 
■cal  performance  of  the  locomotive  boiler  is  very  creditable  when 
•compared  with  results  obtained  from  stationary  boilers.  The 
.rates  of  coal  burning  and  evaporation  for  the  locomotive  begin 
^it  and  extend  beyond  the  maximum  of  the  ordinary  stationary 
boiler. 


DRAFT  IN  INCHES  OF  WATER. 


16 


DRY  COAL  FIRED  PER  HOUR,  LBS.  PER  SO.  FOOT  OF  GRATE. 
FIG.  902— DRAFT  AND  RATE  OF  COMBUSTION. 


As  shown  in  column  248,  the  calorific  value  of  the  dry  coal 
in  B.  T.  U.’s  is  very  uniform  for  all  of  the  tests.  The  determina- 
tions of  heating  value  were  made  from  samples  taken  from  each 
car  of  coal  used.  These  samples  were  taken  from  the  coal  con- 
veyor as  the  coal  was  being  placed  in  the  testing  plant  coal  bins. 

The  efficiency  of  the  boiler,  as  given  in  column  350,  is  based 
'Upon  the  calorific  value  of  the  dry  coal. 


TEMPERATURE,  DEGREES  FAHRENHEIT, 


17 


DRY  COAL  FIRED  PER  HOUR,  LBS.  PER  SQ.  FOOT  OF  GRATE. 


FIG.  903— FIRE-BOX  AND  SMOKE-BOX  TEMPERATURES. 


EQUIVALENT  EVAPORATION,  FOUNDS  PER  HOUR 
PER  SQ.  FT.  OF  HEATING  SURFACE. 


18 


DRY  COAL  FIRED  PER  HOUR,  LBS.  PER  SQ.  FOOT  Op  GRATE. 

FIG  904— RATE  OF  COMBUSTION  AND  RATE  OF  EVAPORATION. 


EQUIVALENT  EVAPORATION  PER  POUND  OF  DRY  COAL 


19 


EQUIV'T  EVAP’N  POU N DS  PER  HOU R PER  SQ.  FT.  OF  HEATING  SURFACE 

FIG.  905— RATE  OF  EVAPORATION  AND  EVAPORATION  PER  LB. 

OF  COAL. 


20 


Smoke-Box  Gases — Table  908. 

The  analysis  of  the  smoke-box  gases  is  of  interest  in  show- 
ing the  completeness  of  the  combustion,  and  by  reference  to  col- 
•nmn  254  a very  small  percentage  of  carbon  monoxide  is  shown 

TA'BI^E  No.  9'0i8— -SIMOKE-BOX  GASES. 


Identification 
of  Test 

Duration  of  Test, 
Minutes 

Analysis  of  Smoke-JBox 

Gases 

Calorific  Value  Coal 

as  Fired 

Per  Cent,  of  Heat  in 

Coal,  Lost  by 

Presence  of  CO 

Test  Number 

Laboratory 

Designation 

Per  Cent. 
Oxygen 

0 

Per  Cent.Carbon 
Monoxide 

CO 

Per  Cent. 
Carbon 
Dioxide 
€02 

Per  Cent. 

Nitrogen 

N 

(Cal) 

1 (253) 

j (254) 

1 (255)^ 

(256) 

(Cal) 

(Cal) 

901 

80-15-F 

180  ! 

9.2G 

0 

10. 4G 

80.26 

14849 

0 

9'02 

80-20--P 

180  1 

8.40 

0 

10.  G7 

80.93 

L4896 

0 

904 

80-25-F 

180  I 

11.80 

0 

7.80 

80.30 

15000 

0 

90'8 

120-2'0-F 

180 

8.70 

0 

10.50 

80.80 

15009 

0 

913 

lG0-15iF 

180 

G.8G 

.13 

12.20 

80.80 

14849 

O.'Gl 

914 

1G0-20^F 

180 

10.30 

0 

9.0G 

80.60 

14849 

0 

90G 

80-30-F 

ISO 

8.53 

0 

9.G7 

81.80 

14853 

0 

910 

120-25,^F 

180 

5.40 

0 

13 . GO 

.80.90 

15009 

0 

920 

2'00-20-F 

150 

9.13 

.00 

10.33 

80.46 

14849 

0.33 

91G 

1G0-25-F 

150  1 

9.73 

.00 

9. GO 

80.60 

14849 

0.36 

923 

240-15.F 

90  ! 

5 20 

l.GO 

11.00 

82.20 

14853 

7.31 

912 

120-30-F 

150 

G.8G 

0 

11.33 

81.80 

14853 

0 

917 

1G0-27^F 

180  ! 

2.00 

.GO 

14.40 

82.40 

15009 

2.28 

924 

240-20JF 

GO  ! 

G.40 

.20 

11.00 

82.40 

14853 

1.03 

927 

280-15-F 

GO 

5.00 

2.00 

10. GO 

«1.80 

14853 

9.13 

922 

200-25-F 

72 

G.GO 

1.20 

10.20 

82.00 

14853 

6.06 

918 

1GO-30^F 

CO 

4.70 

.GO 

12.70 

82.00 

15009 

2.57 

■in  any  of  the  tests  and  the  losses  in  heat  from  the  presence  of  CO, 
as  shown  in  the  last  column  of  the  table,  are  correspondingly 
^small. 


PERFORMANCE  OF  ENGINES 

General  Engine  Conditions — Table  909. 

The  tests  in  this  and  the  following  tables  are  arranged  ac- 
cording to  speed  and  cut-off,  beginning  with  a speed  of  80  revo- 
lutions per  minute  and  a nominal  cut-off  of  15  per  cent.  The 
cut-off  at  80  revolutions  per  minute  was  increased  until  it  became 


21 


•evident  that  a furtlicr  increase  in  cut-off  would  result  in  slipping 
the  driving  wheels,  should  the  adhesion  become  momentarily  re- 
duced from  any  cause.  The  limit  of  the  boiler  to  supply  steam 
was  not  nearly  reached  at  this  speed,  nor  was  it  quite  reached  at 
120  revolutions,  though  the  evaporation  at  120  revolutions  per 
minute  would  indicate  that  it  is  close  to  the  limit  of  boiler  power. 
At  160  revolutions  per  minute,  or  38.2  miles  per  hour,  the  boiler 
power  limit  was  reached  and  exceeded,  and  for  this  and  the 
.higher  speeds  the  danger  of  slipping  was  not  a factor  in  limiting 
ithe  cut-off  used. 


TA'BIJE  No.  90'9^GM3NERAL  ENGINE  CONDITIONS. 


Identification 
of  Test 

Duration  of  Test, 
Minutes 

! Revolutions 

j Per  Minute 

Speed, 

Miles  Per  Hour 

Cut-off, 

Per  Cent,  of  Stroke  1 

Steam 

Pressure 

Test  Number 

Laboratory- 

Designation 

In  Boiler, 

Lbs.,  Per  Sq. 
Inch 

In  Branch  Pipe, 

Lbs.,  Per  Sq. 

Inch 

(■Cal) 

(198) 

(199) 

(268) 

, to  (271) 

' (217) 

i 

(220) 

901 

80-1'5-F 

180 

80.00 

19.10 

15 . 7 

201.3 

1 198.3 

90'2 

80-20-F 

180 

80 . 00 

19.10 

17.9 

200.1 

1 197.3 

904  ! 

80-2:5-F 

180 

79.99 

19.09 

23.7 

198.5 

‘ 192.8 

90G 

80-3  0-F 

180 

8a.0'0 

19.01 

29.7 

202 . 6 

199.8 

908 

120-20-F 

180 

120.00 

28.65 

18.8 

201.0 

197.7 

910 

1 20-12  5-F 

180 

120.00 

28.65 

24.9 

20'0.5 

197.5 

912 

120-30^F 

160 

120.00 

28.65 

31.7 

202.7 

197.8 

913 

IGO-I15-F 

180 

160.00 

38.20 

16.7 

198.0 

195.0 

914 

160-20-F 

180 

IGO.OO 

38.20 

'20.2 

202.9 

198.2 

916 

160-25nF 

150 

160.00 

38.20 

24.9 

200.0 

195.0 

917 

160-27-iF 

180 

IGO.OO 

38.20 

27.7 

188.4 

185.6 

918 

160-30JF 

'GO 

IGO.OO 

38.20 

31.5 

186.1 

181.8 

920 

■20'0-2'0-F 

150 

200.00 

47.75 

19.5 

202.0 

197.4 

922 

20'0;-25-F 

72 

200. 00 

47.75 

25.5 

202.1 

197.1 

923 

240-15-F 

90 

240.00 

57.30 

19.0 

196.4 

194.2 

924 

240-20-F 

'60 

240.00 

57.30 

21.6 

197.5 

195.1 

927 

■2'80-15-F 

GO 

280.00 

66.85 

19.9 

194.4 

191.7 

929 

320-15hF 

— 

320.17 

76.08 

21.4 

196.3 



Test  929,  at  320  revolutions  per  minute,  was  not  made  as  one 
of  the  regular  series  in  which  all  observations  were  recorded, 
but  the  locomotive  was  run  for  about  20  minutes  at  this  speed 
and  six  indfeator  diagrams  taken.  The  fore  and  aft  vibration. 


22 


due  to  the  unbalanced  reciprocating  weights,  is  so  great  at  this 
5peed  that  it  was  thought  best  not  to  subject  the  dynamometer  to 
.these  violent  shocks  for  a longer  time.  It  is  evident  also  from 
•the  draw-bar  pull  record  obtained  at  this  speed  that  the  dyna- 
fiiometer,  unless  protected  from  the  effect  of  these  forces,  cannot 
give  a true  indication  of  the  draw-bar  pull. 

Between  the  dynamometer  and  the  locomotive  are  placed  oil 
dash-pots  to  absorb  the  vibrations  which  are  present  at  all 
speeds,  and  for  the  lower  speeds  the  dash-pots  effectually  control 
ithese  unbalanced  forces.  If  it  w'ere  possible  to  run  this  locomo- 
tive at  320  revolutions  with  a cut-off  of  25  or  30  per  cent.,  it  is 
probable  that  the  action  of  the  steam  in  the  cylinders  would 
assist  the  dash-pots  in  reducing  these  forces. 

It  has  been  found  that  if  the  throttle  is  suddenly  closed  at 
speeds  of  280  or  320  revolutions,  the  vibrations  set  up  are  very 
violent  in  the  absence  of  compression  in  the  cylinders.  The  loco- 
motive could  not  maintain  the  steam  pressure,  however,  with  the 
cut-off  greater  than  about  15  per  cent. 

From  an  inspection  of  the  diagram  (Fig.  910)  and  table  909, 
.(items  268-272),  it  is  apparent  that  tests  at  different  speeds,  while 
run  with  the  reverse  lever  in  the  same  notch,  do  not  have  the 
same  actual  cut-off  in  the  cylinders,  but  the  cut-off  point  becomes 
later  as  the  speed  increases,  due,  probably,  to  a springing  of  the 
valve  motion.  This  effect  is  so  marked  that  the  locomotive  will 
run  forward  at  the  higher  speeds  with  the  reverse  lever  in  one 
of  the  notches  of  the  backward  motion.  As  shown  in  table  909, 
Ihe  cut-off  increases  from  15.7  per  cent,  at  80  revolutions  per 
minute  to  21.4  per  cent,  at  320  revolutions  per  minute,  while 
■nominal  cut-off  or  reverse  lever  notch  remains  the  same. 

•Mivan  Efff.ctivd  Pressure,  Indicated  Horse-Power  and 
'Steam  Consumption — Table  910. 

The  steam  consumption  decreases  as  the  indicated  horse- 
power increases,  and  while  the  best  result  is  23.81  pounds  of  dry 
steam  per  indicated  horse-power  hour,  the  minimum  rate  of 
which  the  engines  are  capable  does  not  appear  to  have  been 
reached  before  the  limit  of  the  boiler  to  supply  steam  had  been 
found. 


TABLE  No.  910— MEAN  EFFECTIVE  PRESSURE,  INDICATED 
HORSE-POWER  AND  STEAM  CONSUMPTION. 


Identification 
of  Test 

Duration  of  Test, 
Minutes 

1 

1 

Mean  Effective 
Pressure, 

Lbs.  Per  iSq.  Inch 

Indicated 

Horse-Power 

1 Dry  Steam 

j Per  Indicated 

1 Horse-Power 

j Hour,  Lbs. 

1 

Test  Number 

Laboratory 

Designation 

_ J 

1 (Cal) 

[ (Cal) 

1 (379) 

1 (381) 

901 

8O-I15-F 

180 

C0.5G 

419.8 

33.54 

902 

80-2  O-P 

180 

08 . 81 

477.2 

32.27 

904 

80-25iF 

180 

84.47 

585. G 

30. G5 

90'G 

80-30.F 

180 

104.91 

727.9 

29.94 

90-8 

12O-20^F 

180 

GG.13 

G87.G 

28.81 

910 

120-25-P 

180 

81.83 

8-51.1 

2G.70 

91i2 

li20-30-'F 

150 

97.03 

1015.4 

2G.G3 

913 

IGO-I'5-F 

180 

54 . 02 

748.8 

- 2G.75 

914 

1G0-20-F 

180 

'59.03 

82G.8 

25.34 

91G 

IGO.215-F 

150 

72.90 

101 l.G 

25.23 

917 

1G0-27^F 

180 

7G.04 

IO155.O 

2G.50 

91'8 

1G0-30-F 

GO 

81.74 

1133.4 

2G.4G 

9'20 

200-20-F 

150 

58.78 

lO'lS.G 

24.83 

9'22 

200-25-F 

7-2 

70.59 

1223.7 

23.84 

923 

240-1.5-F 

90 

52 . 1'8 

1085.4 

24. GO 

9'24 

240s20-F 

GO 

55 . 98 

1104.5 

24.37 

927 

280-16-F 

GO 

48.50 

1178.4 

23.81 

929 

320-15-F 

— 

— 

1281.3 

— 

It  is  to  be  noted  that  the  highest  sustained  output  of  the 
boiler  was  30,300  pounds  of  steam  per  hour  and  that  this  gives  a 
maximum  of  1,223.7  indicated  horse-power.  Unless  a greater 
supply  of  steam  than  30,300  pounds  can  be  obtained  from  the 
boiler,  the  maximum  horse-power  will  be  about  1,200  without 
regard  to  the  speed.  Larger  horse-powers  in  road  service  or  on 
the  testing  plant  may  be  obtained  for  short  intervals  as  already 
noted. 


NOMINAL  SPEED  IN  REVOLUTIONS  PER  MINUTE 


24 


3 20- 


-280- 


48.6  I 


-240 


52.2 


-I  56.0 


200- 


l’°-^l 


-1-6 


Ll9...6j 


|73.0  M 76.0  I- 


\ 81.7  1 


66.1 


nm 


]97.6| 


I 60.6 


84.5 


|io4.9^ 


10  I 


15 


20 


26 


30 


CUT-OFF  IN  PER  CENT  OF  STROKE 

FIG.  906— MEAN  EFFECTIVE  PRESSURE. 


NOMINAL  SPEED  IN  REVOLUTIONS  PER  MINUTE. 


25 


32 

1 

! 

1 

-28 

23, 

>8  1 

j 

i 

I 

1 

I 

I I 

I 

24 

1 

I I 

I 

1 OA  A 1 

- l-_ 

I 

L.. 

i 

I 

r 

1 

i 

L 

20 

1 

1 

' 1 

I 

1 

>4.8 

U 

1 

1 - 

L_ 

rr 

1 . 

1 

.J 

L 

I 

I 

1 

1 

i 

-1-6 

0 

i 

- 

- 

1 

L 

L_ 

_r 

26.8  1 

II  •>  1 

25.2 

1 0^  c 

1 

1 

1 

1 

I 

1 

1 

1 9 

n 

1 

L 

H 

28.8  1 

26.7  1 

u 

1 

L 

u 

-8C 

j L 

L- 

33. 

5l 

32.3 

30.7  1 

I 

29.9 

1 

L 

1 

1 

p 

1 

5 

0 

2 

5 

3 

0 

CUT-OFF  IN  PERCENT  OF  STROKE. 

FIG.  907— DRY  STEAM  PER  I.  H,  P.  HOUR. 


PERFORMANCE  OF  LOCOMOTIVES 

Dynamometter  Records — Table  91  i. 

The  draw-bar  pull  was  measured  by  means  of  a lever 
dynamometer  the  details  of  which  have  been  given  in  previous 
bulletins. 

In  the  case  of  test  929,  as  explained  in  another  place, 
the  dynamometer  reading  was  not  correct,  and  the  draw-bar  pull 
and  dynamometer  horse-power  for  this  test  were  derived  from 
the  indicated  horse-power  by  assuming  a machine  efficiency  of 
70  per  cent,  for  this  speed. 


NOMINAL  SPEED  l.N  REVOLUTIONS  PER  MINUTE. 


26 


FIG.  908— TOTAL  INDICATED  HORSE  POWER. 


27 


TABLE  No.  911— DYNAMOMETER  RECORDS. 


Identification 
of  Test 

1 

Duration  of  Test, 
Minutes 

Draw-bar  Pull 

in  Pounds 

1 

1 : 

Dynamometer 
Horse-Power  j 



Dry  Coal  | 

Per  D.  H.  P. 

Hour  j 

Dry  Steam  1 

Per  D.  H.  P.  | 

Hour 

j 

1 

Test  Number 

Laboratory- 

Designation 

1 1 CCal) 

(265) 

(383) 

(384)  1 

1 (385) 

901 

80a5-F 

180 

6427 

327.3 

5.09 

43.02 

902 

80-20-F 

180 

. 7653 

389.8 

4.90 

39.50 

904 

80-25^F 

180 

9810 

499.6 

4.36 

35.92 

906 

80-30-F 

180 

12475 

032.3 

4.04 

34.46 

y08 

120-20-IF 

180 

7'280 

550.2 

4.42 

35.16 

910 

120-2.5-F 

180 

9438 

721.1 

4.62 

31.51 

912 

120-30-F 

150 

11785 

i 900.8 

4.43 

29.59 

913 

160-15-F 

180 

5578 

5C8.2 

4.80 

35 . 2'6 

914 

100-20-F 

180 

0538 

605.9 

4.50 

31.46 

916 

100-25-F 

1'50 

8156 

830.7 

5.08 

30.73 

917 

100-27-F 

180 

8757 

892.1 

5.38 

31.34 

918 

100-30-F 

00 

9571 

975.0 

5.72 

30.83 

920 

200-20-F 

150 

6199 

789.4 

4. 68 

32.04 

922 

200-25-F 

72 

7701 

980.6 

5.08 

29.75 

923 

240-15-F 

90 

4940 

880.7 

5.77 

30.31 

924 

240-20-F 

60 

5908 

902.8 

0.70 

31.43 

927 

280-1 5-F 

60 

4752 

847.2 

5.92 

33.12 

929 

320-15-F 

— 

*4424 

*890.9 

— 

— 

* Estimated. 


The  dry  coal  per  dynamometer  horse-power  ranges  from 
4.42  pounds  to  6.76. 

Machine  Friction — Table  912. 

Throughout  this  series  of  tests  the  driving  axle  bearings 
.were  lubricated  with  oil.  The  main  and  side  rods,  except  the 
iront  end  of  the  main  rods,  were  lubricated  with  hard  grease. 
The  cylinders  were  lubricated  with  oil  by  means  of  a sight  feed 
lubricator. 

The  machine  friction  in  draw-bar  pull  is  a fairly  uniform 
•quantity,  ranging  from  1,417  to  1,909  pounds;  in  test  923  it  is 
1,148. 

Maximum  Power  oe  the  Locomotive. 

From  the  diagrams  (Figs.  909  and  910)  the  draw-bar  pull 
that  this  locomotive  is  capable  of  exerting  for  a considerable 


TABLE  No.  912— MACHINE  EFFICIENCY. 


Identification 
of  Test 

Machine  Friction 

in 

Test  Number 

1 

Laboratory 

Designation 

Duration  of  Tes 
Minutes 

Horse-Power 

Mean  Effective 
Pressure,  Lbs. 

j Per  Sq.  Inch 

Draw-Bar  Pull, 
Pounds 

Machine  Efficiem 

Per  Cent. 

(Cal) 

(395) 

(39C)  1 

(397)  1 

(398) 

901 

80-15-F 

180' 

92.5 

13.34 

181G 

77.9G^~ 

902 

80-2  0-F 

180 

SI  A 

12.57 

1716 

81.68 

904 

80^2  5-F 

180 

8G.0 

12.40 

1G89 

85.35 

90G 

80-30-F 

Averiiige 

180 

95. G 
90.4 

13.78 

13.02 

1880 

1777 

8G.87 

908 

12  0-20 -F 

180 

131.4 

12.  G3 

1G52 

80.89 

910 

120-25^F 

180 

130.1 

12.50 

1702 

84.71 

912 

a2'CH30JF 

Average 

150 

114. C 
125.4 

11.01 

12.05 

1499 

1618 

88.71 

913 

1C0^15-F  ' 

180' 

180. G 

i 13.01 

1417 

75 . 88 

914 

1G0-20-F 

180 

ICO.  9 

11. GO 

1579 

80.54 

91  (? 

1G0-25-F 

150 

180.9 

1 13.03 

1775 

82.11 

917 

lGa-27-F 

180 

1G2.9 

' 11.74 

1599 

84.56 

918 

lGO-30-iF 

Average 

GO 

158 . 4 

168.7 

11.41 

1 12.16 

1554 

1585 

8G.02 

920 

200-20-F 

: 150 

1 229.2 

13.21 

1805 

77.49 

922 

i2CO-25-'F 

Average 

; "^2 

1 243.1 

236.2 

14.01 

13.61 

1909 

1857 

1 80.13 

1 

923 

240v4l5^F 

90 

204.7 

8.43 

1148 

1 81.14 

924 

1 

; 240-20-F 

1 Average 

GO 

1 201.7 

1 233.2 

12.57 

10.50 

1713 

1431 

1 77. '53 

927 

2.80-1 5 JF 

CO 

1 331. '2 

13.64 

1858 

1 71.89 

length  of  time  has  been  estimated  by  the  method  formerly  used 
in  connection  with  the  St.  Louis  tests,  and  which  will  be  repeated 
here  as  applied  to  this  locomotive. 

The  maximum  power  of  a locomotive  depends  upon  the  re- 
lation between  the  amount  of  water  which  can  be  evaporated  by 
the  boiler  and  the  efficiency  of  the  cylinders ; for  example,  if  the 
maximum  evaporative  power  of  a locomotive  boiler  is  W pounds 
of  dry  steam  per  hour  and  the  cylinders  require  N pounds  of  dry 
steam  per  horse-power  hour,  then  the  maximum  horse-power  of 

the  locomotive  is  represented  by  except  that  the  maximum 

power  may  be  limited  by  the  adhesion  of  the  driving  wheels  at 


DRY  STEAM  PER  INDICATED  HORSE  POWER  HOUR,  POUNDS 


CUT-OFF  IN  PERCENT  OF  STROKE 


FIG.  909— STEAM  CONSUMPTION. 

low  speeds.  The  maximum  evaporative  power  of  this  boiler 
under  the  conditions  of  these  tests  is  about  30,000  pounds  of  dry 
steam  per  hour.  Fig.  909  shows  the  relation  between  steam  con- 
sumption per  indicated  horse-power  and  cut-off  at  the  several 
speeds.  Similarly,  Fig.  910  shows  the  relation  between  indicated 
horse-power  and  cut-off  for  the  several  speeds. 

In  each  diagram  the  curves  have  been  extended  beyond  the 
actual  experimental  points. 

It  is  now  only  necessary  to  select  for  each  speed  the  cut-off 
at  which  the  product  of  indicated  horse-power,  as  shown  by  Fig. 
910  and  steam  consumption,  as  shown  by  Fig.  909,  is  approxi- 
mately 30,000  pounds  (the  maximum  capacity  of  the  boiler.) 
These  critical  cut-offs  are  indicated  on  the  diagrams  (Figs.  909 


INDICATED  HORSE  POWER 


30 


CUT-OFF  IN  PER  CENT  OF  STROKE 


FIG.  910— INDICATED  HORSE  POWER. 

and  QTo)  by  a cross  mark,  and  the  value  of  the  several  factors 
are  shown  in  the  following  table : 


Nominal  Speed 

Cut-off  in 

steam  IFer 

Maximum  Cylinder 

R.  P.  M. 

Per  Cent. 

I.  CH.  P.  Hour. 

Horse-Power. 

8o 

42 

32.3 

940 

120 

35 

28.0 

1075 

i6o 

30.5 

26.3 

1150 

200 

25-5 

24.9 

1220 

240 

23-5 

24.4 

1240 

280 

22 

24.0 

1250 

The  cylinder  horse-power  given  in  the  last  column  of  the 
above  table  is  what  would  be  expected  by  indicator  if  tests  had 
been  run  under  the  conditions  of  maximum  power  at  the  several 


:n 


SPEED  IN  REVOLUTIONS  PER  MINUTE. 


FIG.  911-hMAXIMUM  DRAW-BAR  PULL. 

speeds  and  cut-offs.  The  cylinder  horse-power  as  found  above 
is  now  reduced  to  an  equivalent  draw-bar  pull  by  the  following 
equation  in  which  S is  the  speed  in  miles  per  hour  and  F is  the 
corresponding  average  frictional  draw-bar  pull  (which  has  been 
assumed  as  the  average  obtained  for  the  whole  series  of  tests,  or 
1,687  pounds)  : 

Max.  Horse-power  x 375 

Maximum  Draw-bar  Pull  =- F 

S 

The  maximum  draw-bar  pulls  at  the  several  speeds,  as  de- 
termined from  the  above  equation,  are  as  follows: 

Max.  lEstimated  Draw-bar  Pull. 


Speed  in  R.  P.  M. 

Pounds. 

80 

16,768 

120 

12.384 

160 

9,602 

200 

7.894 

240 

6,428 

280 

5.325 

In  Fig.  91 1 the  draw-bar  pull  is  shown  graphically  with  the 


32 

maximum  results  obtained  in  the  tests.  At  speeds  of  120,  160, 
200,  240  and  280  the  maximum  pulls  developed  in  the  tests  ap- 
proached closely  the  calculated  maximum. 

The  calculated  tractive  power  at  starting  is  22,500  pounds, 
and  it  is  probable  that  the  slowest  speed  at  which  the  full  power 
of  the  boiler  could  be  utilized  is  about  40  revolutions  per  minute, 
or  about  10  miles  per  hour. 


;5:] 

COMPARISON  OF  TWO  ATLANTIC  TYPE  PASSENGER  LOCOMO- 
TIVES- 

Of  the  'passeng^cr  locomotives  tested  at  St.  Louis  in  1904, 
the  New  York  Central  locomotive,  No.  3000,  resembled  Pennsyl- 
vania Railroad  locomotive  No.  5266  in  g’eneral  dimensions,  weight 
and  class  of  service  for  which  it  was  designed.  It  was,  however, 
a four-cylinder  balanced  compound,  while  the  5266  is  a simple 
locomotive. 

In  order  to  show  a comparison  of  the  results  obtained  on  a 
simple  and  a compound  locomotive,  the  following  diagrams  have 
been  prepared  from  the  results  of  tests  on  these  two  loccwnotives. 
Before  taking  up  the  discussion  of  these  diagrams,  however, 
some  of  the  principal  dimensions  of  the  locomotives  are  given  in 
parallel  columns  in  order  to  show  in  what  particulars  they  differ. 


isr.  Y.  C.  R.  R. 
No.  3000. 

P.  R.  R. 

No.  5266 

Total  weight  of  locomotive 

working  order,  lbs 

200,000 

184,167 

Weight  on  drivers,  locomo- 

tive,  working  order,  lbs. 

1 10,000 

110,001 

Cylinders,  diameter  and 

stroke,  inches  

X 26x  26 

20I/X26 

Driving  wheels,  diameter. 

inches  

79 

80 

Boiler,  diameter,  inches... 

72  J4 

67 

Tubes,  number  

390 

315 

“ diameter,  inches... 

2 

2 

“ length,  “ ... 

191 .29 

179.78 

Heating  surface,  fire-box. 


(fire  ,side),  sq.  ft.  . 

202 . 83 

156.86 

Heating  surface, 

(fire  side),  sq.  ft.. 

tubes 

2848 . 36 

2162.4 

Heating  surface, 

(fire  side) , sq.  ft . . 

total 

3051.19 

2319.26 

Grate  area,  sq.  ft.  . . , 

49.9  ■ 

55.5 

Ratio  heating  surface  to 
grate  surface  

61 . 10 

41.79 

Boiler  volume,  cubic 
steam  space  

feet 

77.41 

109.9 

Boiler  volume,  cubic 
water  space  

feet 

331.66 

338-6 

34 


BoIIvER  Peri^ormance. 

The  coal  used  was  that  from  the  Scalp  Level  mines  of  the 
P>erwind-White  Coal  .Mining  Company,  both  for  the  3000  at  St. 
Louis  and  the  5266  at  Altoona. 

In  Fig.  I,  where  the  fire-box  and  smoke-box  temperatures 
are  plotted,  the  differences  between  the  two  locomotives  are  small. 
The  30CX)  had  a brick  arch  in  the  fire-box,  but  no  difference  in 


FIG.  1— FIRE  BOX  AND  SMOKE  BOX  TEMPERATURES. 


fire-box  temperature  is  evident  as  due  to  this  cause.  The  smoke- 
box  temperature  of  the  3000,  which  had  a greater  length  of  tube 
than  the  5266,  ,is  shown  to  'be  lower  throughout  the  tests,  indi- 
cating that  this  greater  tube  length  absorbed  a larger  part  of  the 
heat  in  the  gases  of  combustion  than  the  shorter  tubes  of  he  5266. 

In  Fig.  2,  where  the  equivalent  evaporation  per  pound  of 
dry  coal  is  given  for  different  rates  of  evaporation  per  square 


twUlVALEINT  EVAPORATION  PER  POUND  OF  DRY  COAL 


foot  of  heating-  surface,  no  difference  is  found  between  the  two 
boilers.  In  other  words,  the  efticiency  of  .a  square  foot  of  heating 
surface  in  the  boiler  of  5266  is  the  same  as  the  .efficiency  of  a 
square  foot  of  heating  surface  in  the  boiler  of  No.  3CXD0,  and 
this  is  true  for  all  rates  of  evaporation. 


12 

— 

0 

-.4 

1 

1. 

• 

0 

• 

000  N.' 

266lp.R 

^c. 

R. 

-10- 

1 

0 

d. 

• 

• 

V 

8 

7 

i 

0 

m 

• 

“* 

4 

3 

0 

— 

1 

Li_ 

L 

1 

) 

1 

!■ 

5 

EQUIV’T  EVAP’N,  POUNDS  PER  HOUR  PER  SQ.  FT.  OF  HEATING  SURFACE 
FIG.  2— EVAPORATION. 


For  two  boilers  so  similar  in  general  type  this  is  to  be  ex- 
pected, as  there  is  no  reason  to  suppose  that  the  heating  surfaces 
of  the  two  boilers  will  have  materially  different  rates  of  heat 
transmission  to  the  water  when  the  steel  plates  are  clean  as  in 
the  case  of  these  two  boilers.  When,  however,  the  equivalent 
evaporation  per  pound  of  coal  is  plotted  according  to  the  rate  of 
combustion  as  in  Fig.  3,  the  advantage  of  the  larger  heating 
surface  per  foot  of  grate  in  the  3000  is  at  once  apparent,  and  this 
advantage  of  the  3000  in  economical  evaporation  is  maintained 
throughout  the  full  range  of  steam  delivery  of  the  two  boilers. 


36 


The  highest  equivalent  evaporation  per  square  foot  of  heating 
surface  is  nearly  the  same  for  each  boiler,  being  16.34  pounds 
per  hour  in  the  case  of  the  3000  and  16.03  po^-^^ds  for  the  5266. 


DRY  COAL  FIRED  PER  HOUR,  LBS. PER  SQ.  FT.  OF  GRATE 
FIG.  3— EVAPORATION. 


With  the  boiler  of  No.  3000  the  greatest  loss  of  heat  due  to 
the  presence  of  carbon  monoxide  in  the  products  of  combustion, 
or,  in  other  words,  the  greatest  loss  due  to  poor  combustion  was 
but  I per  cent.,  and  in  only  one  other  test  was  it  as  much  as  i 
per  cent.  In  the  case  of  the  5266,  the  losses,  while  in  all  cases 
comparatively  small,  are  in  one  tesst  9.13  per  cent.,  and  in  two 
others  6.06  per  cent,  and  7.3  per  cent.  The  very  perfect  com- 
bustion shown  by  the  3000  is,  in  all  probability,  due  to  the  brick 
arch  in  the  fire-box  of  this  locomotive.  There  was  no  arch  in 
the  5266. 

The  3000  was  fitted  with  smoke-box  deflectors  or  diaphragms 
which  made  the  smoke-box  completely  self-cleaning,  while  the 
5266  did  not  have  a self-cleaning  front,  and  this  was  one  of  the 


limiting  factors  in  maximum  evaporation  obtained  with  long  cut- 
offs, clue  to  the  accumulation  of  cinders  in  the  front  end,  which 


FIG.  4— BOILER  EFFICIENCY. 

interfered  with  the  draft,  and,  consequently,  the  steaming  capaci- 
ty. The  results  from  the  action  of  the  two  smoke-boxes  are 
shown  in  Figure  5^. 

Enginf,  Pe:rformy\nci:. 

In  Fig.  5 the  well-established  fact  that  the  engines  of  a com- 
pound locomotive  within  limits,  operate  on  less  steam  per  unit 
of  power  than  the  engines  of  a simple  locomotive,  is  shown. 
The  diagram  shows  very  clearly  another  fact  that  is  not  so 


DRY  STEAM,  POUNDS  PER  INDICATED  HORSE  POWER  HOUR 


generally  recognized,  and  that  is  that  the  difference  in  the  water 
rate  or  siteani  per  horse-power  hour  is  not  a constant  difference 
expressahle  as  a certain  definite  percentage  of  saving.  When 


N 

\ 

\ 

0 

• 

NO 

•52 

po 

66  P 

'J.Y. 

.R.F 

c. 

s 

• 

' 

• 

t 

c 

/ 

0 

/' 

C 

n 

y 

0 0 

-zv 

-rr 

— 

-1  ^ 

i.r\ 

J'U 

c 

0 

— 

4( 

0 

6C 

10 

8C 

)0 

10 

}0 

12 

00 

14 

00 

16 

00 

INDICATED  HORSE  POWER 


FIG.  5-^STEAM  PER  INDICATED  HORSE  POWER. 

each  of  the  locomotives  is  developing  600  horse-power,  there  is  a 
difference  in  the  steam  per  horse-power  of  about  9.7  pounds,  or  a 
saving  of  31.8  per  cent.,  while  at  1300  horse-power  the  saving  is 
but  3.5  pounds,  or  14.9  per  cent. 


CINDERS  COLLECTED  IN  SMOKEBOX,  POUNDS  PER  HOUR. 


10  20  30  40  50  60  70  80  90  100  110  120  130  140 

DRY  COAL  FIRED  PER  HOUR,  LBS.  PER  SQ.  FT.  OF  GRATE 

FIG.  5'/2— CINDERS  IN  SMOKE  BOX. 


The  two  curves  show  that  the  water  rates  of  the  two  locomo- 
tives would,  perhaps,  meet  at  about  1600  horse-power  were  it 
possible  to  drive  the  5266  to  such  a point,  and  as  the  high  horse- 


40 


powers  were  o'btained,  as  a rule,  at  the  higher  speeds,  the  curves 
would  indicate  that  the  simple  locomotive  is  working  most  eco- 
nomically at  its  highest  speeds,  while  the  reverse  is  true  of  the 
compound. 

It  will  be  remembered  that  in  the  case  of  the  simple  and  com- 
pound freight  locomotives  tested  at  St.  Louis  the  conclusions 
arrived  at  in  regard  to  the  steam  consumption  were  as  follows : 
“In  general  the  steam  consumption  of  the  simple  engines  de- 
creased with  increase  in  speed,  while  that  of  the  compounds 
increased,  which  would  lead  to  the  conclusion  that  the  steam  dis- 
tribution of  the  compounds  was  less  satisfactory  at  high  speeds 
than  that  of  the  simple.'’'^  The  maximum  horse-power  developed 
by  the  3000  Was  1641,  while  the  maximum  for  the  5266  was 
1281. 


See  “ILocomotive  Tests  and  Exhibits,”  page  706. 


41 


In  Fig.  2 we  have  seen  that  the  evaporation  per  pound  of 
coal  decreases  as  the  output  of  the  hoilcr  in  steam  increases,  and 
this  decrease  explains  the  difference  in  the  appearance  of  the 
curves  in  Figs.  5 and  6.  It  would  appear  at  first  sight  as  though 
the  curves  for  coal  per  indicated  horse-power  hour  should  follow 
the  same  law  as  do  the  curves  for  steam,  and  this  would 
he  the  case  if  it  were  not  for  the  fact  that  as  the  output  of  the 
boiler  increases,  it  is  at  the  expense  of  a greater  and  greater 
quantity  of  coal  per  pound  of  water  evaporated. 


DYNAMOMETER  HORSEPOWER 


FIG.  7— STEAM  PER  DYNAMOMETER  HORSE  POWER. 

Loco  motive:  Pe:rtor  m a n ctc. 

In  Fig.  10  is  shown  the  dry  steam  used  by  the  locomotives 
at  different  indicated  horse-powers.  The  3000,  compound,  re- 
quires at  all  powers  less  steam  than  the  5266,  simple  locomotive. 


42 


but  as  the  limit  of  power  is  approached  by  the  compound  the 
steam  rate  advances  more  rapidly  than  would  apparently  be  the 
case  with  a simple  locomotive.  This  is  only  another  way  of 
showing  that  the  advantage  of  compounding  may  not  be  realized 
at  high  speeds,  as  was  developed  in  the  discussion  of  Fig.  5,  as 
judged  by  the  two  locomotives  under  discussion. 


P 

-jz 

N(i.30(30  N.Y 

j.c. 

= 

Nd.5266  P.R 

t 

! 

1 

1 

/ 

/ 

1 ^ 

• 

f 

> 

1 

i 

1 • 

1 

c 

« 

• 

4I 

i 

1 

1 

0 

0 

1 

1 

3 

0 

c 

_G 

0 

-2- 

1 

1 

i 

-1- 

— 

1 

i 

260 

4C 

lo 

1 

6( 

JO 

1 

I 800  i i 

pc 

00 

1 2, 

00 

14, 

bo 

DYNAViOMETER  HORSEPOWER 

FIG.  8— COAL  PER  DYNAMOMETER  HORSE  POWER. 


One  of  the  most  significant  results  of  this  comparison  of  a 
simple  with  a compound  locomotive  is  the  large  increase  in 
horse-power  and  draw-bar  pull  that  can  be  realized  from  com- 
pounding without  any  increase  in  the  boiler  capacity.  This  is  a 
very  important  advantage  aside  from  all  considerations  of  econ- 
omy in  the  use  of  fuel. 


43 


Let  us  assume  that  the  boiler  of  each  locomotive  will  deliver 
30,000  pounds  of  dry  steam  per  hour  to  the  engines.  With  this 
weig'ht  of  steam  the  simple  locomotive,  No.  5266,  will  develop 


DRAWBAR  PULL,  POUNDS 
FIG.  9— MACHINE  EFFICIENCY. 


T200  indicated  horse-power,  while  the  compound,  No.  3000,  will 
develop  1400  indicated  horse-power.  To  show  what  this  will 
mean  in  increased  draw-bar  pull,  due  to  compounding  at  several 
speeds,  the  following  table  has  been  arranged : 


44 


Comparative  Peri^ormance. 

At  40  miles  per  hour,  using  30,000  pounds  of  water  per  hour : 


Locomotive 

Type 

, 

jMachine 

Efficiency 

Indicated 

Horse  Power 

Dynamometer 

Horse  Power 

t 

Draw-Bar 

Pull 

Increase  in 

Draw-Bar  Pull 

from 

Compounding- 

5266 

4—4 — 2 
Simple 

86 

1200 

1032 

9674 

3000 

4—4—2 

Compound 

86 

1400 

1204 

11287 

+ 1613 

At  50  miles  per  hour,  using  30,000  pounds  of  water  per  hour : 


5266 

Simple 

79 

1200 

948 

7110 

3000 

Compound  | 

79 

1400 

1106 

8294 

+ 1184 

At  60  miles  per  hour,  using  30,000  pounds  of  water  per  hour : 


5266 

Simple  . 

77  1 

1200 

924 

5775 

3000 

Gompound 

77 

1400 

1078 

i 

6737 

+ 962 

The  above  table  shows  what  might  be  expected  in  increased 
power  if  the  cylinders  of  locomotive  No.  3000  were  to  be  applied 
to  locomotive  No.  5266. 

The  probable  result  in  fuel  saving  with  this  combination  of 
the  compound  cylinders  and  the  boiler  of  No.  5266,  working  as 
before  at  about  its  maximum  rate  of  evaporation,  that  is,  deliver- 
30,000  pounds  of  dry  steam  per  hour,  will  be  as  shown  in  the 
following  table . 


F!G.  10— STEAM  AND  HORSE  POWER. 


Coal  Per  Dynamometer  Horse-Power  Hour  for  Locomotive  5266,  With 
Its  Present  Simple  Cylinders  and  the  Results  to  be  Expected  If 
the  Present  Boiler  Were  to  be  Fitted  With  Compound  Cylinders 
Similar  to  Those  on  No.  3000: 


Assumed  Evaporation 
Lbs.  of  Dry  Steam 
Per  Hour 

Corresponding 

Dry  Coal  Burned 
Per  Hour,  Pounds 

Dynamometer 
Horse  Power 
Locomotive  With 

Speed, 

IVIiles  Per'  Hour 

Dry  Coal  Pei^ 
Dynamometer 
li.  P.  Hour. 

Simple 

Cylinders 

Compound 

Cylinders 

Locomotive 
With  Simple 
Cylinders 

Same  Boiler 
With  Compound 
Cylinders 

30,000 

4983 

1032 

1204 

40 

4.82 

4.13 

30,000 

)4983 

948 

1106 

50 

5.25 

4.51 

30,000 

4983 

924 

1078 

60 

5.39 

4.62 

.69 

.74 

.77 


14.3 

14.1 

14.3 


Saving-  Expressed 
as  a Percentage 


46 


It  will  be  noted  that  this  percentage  of  saving  agrees  closely 
with  that  observed  under  engine  performance.  It  is  also  the 
saving  at  a point  where  the  simple  locomotive  is  at  its  best,  as 
before  noted,  namely,  at  its  maximum  horse-power.  Other  lower 
rates  of  evaporation  might  be  selected  where  percentages  of 
saving  would  be  much  higher. 


APPENDIX 


The  appendix  contains : 

1.  Description,  dimensions  and  proportions  of  the  locomotive, 
(pp.  48  to  53  inclusive. 

2.  Summary  of  average  results  of  tests,  (pp.  54  to  64  in- 
clusive. 

3.  Graphical  running  logs  showing  boiler  pressure,  total 
water,  total  coal,  revolutions  per  minute,  and  draw-bar  pull 
for  each  test.  Each  diagram  was  plotted  during  the  test  to 
which  it  refers,  (pp.  65  to  73  inclusive.) 

4.  riots  showing  relations  between  important  items  of  the 
tests,  (pp.  74  to  103  inclusive.) 

5.  Vibration  Diagrams,  (pp.  104  to  106  inclusive.) 

6.  Typical  indicator  diagrams.  A representative  set  of 
diagrams  from  each  test  is  shown,  (pp.  107  to  iii  inclusive.) 

7.  A typical  dynamometer  diagram  for  each  nominal  speed, 
(pp.  1 12  to  1 15.) 

8.  Illustrations  of  the  locomotive  showing  important  details 
and  location  of  testing  instruments. 


48 


Description,  Dimensions  and  Proportions  of  Pennsylvania  E2a 
Atlantic  (4-4-2)  Type  Locomotive  No.  5266. 

Built  at  the  Juniata  Shops  of  the  Pennsylvania  Railroad,  Altoona,  Pa.,  July,  1904. 


I 


3 

4 

5 

6 

7 

8 

9 

TO 
T I 


12 

13 


14 

15 


16 


T7 

18 

19 


Driving  Whi^els. 

Nnniber  of  pairs 

Approximate  diameter,  inches 


MEASURED  CIRCUMFERENCE,  FEET. 


Right,  No.  I 20.91 

“ “ 2 20.91 

“ “ 3 

“ “ 4 

“ “ 5 

Left,  “ 1 20.91 

“ “ 2 20.91 

" " 3 

a ii 

4 

" " 5 , 

Average 20.91  J 


ENGINE  TRUCK  WHEELS. 

Number  

Diameter,  inches 


TRAILING  WHEELS. 


Diameter,  inches 


WHEEL  base,  feet. 

Driving  wheel  base 

Total  wheel  base 

Gauge  of  wheels,  in  inches 


2 

80 


21.01 

21.01 


21.01 

21.01 


21.01 


4 

36 


50 


7.42 

30.85 

56.13 


WEIGHT  OF  ENGINE  WITH  WATER  AT  SECOND  GAUGE  COCK 
AND  NORMAL  FIRE,  IN  POUNDS. 


20  On  truck  37,167 

21  1st  drivers 53A34 

22  “ 2nd  “ 56,667 

23  " 3i*d  “ ^ 

24  “ 4th  

25  " 5th  ‘‘  

26  “ trailers  37, 000 

27  Total  184,167 

28  ''  on  drivers  110,001 


CYLINDERS. 

29  High  pressure,  number 

30  Low  ‘‘  “ 

31  Arrangement  


Outside 


49 


DIAMICTKK,  INClIl'S. 


32  IIi"h  pressure,  ri.i^lit 20.518 

33  “ “ left 20.812 

34  Low  “ rif^lit  


vSTKOKiC  01^  PISTON,  PlClCT. 


36  pressure,  ri^-ht 2.164 

37  “ “ left 2.164 

38  Low  “ riij^lit  


Crj-:AKANCr:  PKR  CTCNT.  OP  PISTON  DISPPACPMKNT. 

40  II.  P.,  rie^lit,  head  end  12.7 

41  “ " crank  “ 12.1 

42  “ left,  head  “ 12.4 

43  “ “ crank  “ 11.9 

44  L.  P.,  ri.i’Pt,  head  end  


46  “ left,  head  “ 

<<  <<  ‘‘ 


Rl'CiaVKR,  CUPIC  PlCPT. 

48  A^oluiue,  rii^-ht  side 

49  “ left  “ 


STPAM  PORTS,  INC  Ups. 


(Por  piston  vah'es  the  length  equals  the  circimiference  of  inside 
of  bushing  minus  the  sum  of  the  widths  of  bridges.) 


50 

H.  P.  admission 

, riq^ht,  head  end. 

leno^th 

— 19.87 

51 

a u 

ii 

width  

. . . . 1.48 

52 

u u 

“ crank 

ii 

length  

53 

u n 

ii  i6 

ii 

width  

1.48 

54 

i<  ic 

left,  head 

len£;th  

— 19.83 

55 

a iC 

“ “ 

ii 

width.  

....  1.48 

5^> 

ki  a 

“ crank 

ii 

lenp;th  

. . . . 19.86 

57 

a a 

a a 

width  

. . . . 1.48 

58 

L.  P. 

rio'ht,  head 

lem^Th  

59 

a ti 

ii  a 

ii 

width  

60 

a ii 

“ crank 

ii 

lenG;-th  

6t 

a a 

ii  ii 

width  

62 

a ib 

left,  head 

ii 

lencfth  

a a 

ii  ii 

ii 

width  

64 

a a 

“ crank 

ii 

leno-th  

^>5 

b b 4 b 

ii  ii 

ii 

width  

66 

II.  P.  exhaust. 

ri^ht,  lenofth. 

— 19.84 

67 

H (( 

“ width 

. . . . 2.98 

68 

a (< 

left,  leno-th 

. . . . 19.92 

69 

i(  n 

“ width 

. . . . 2.98 

70 

71 

72 

73 

74 

75 

76 

77 

78 

79 

8o 

8i 

82 

83 

84 

85 

86 

87 

88 

89 

go 

91 

92 

93 

94 

95 

96 

97 

98 

99 

100 

lOI 

102 

103 

104 

105 

106 

107 

108 

109 


50 


L.  P.  “ length  

width  

“ “ left,  length  

“ ‘‘  “ width  

riSTON  RODS,  DIAMETER,  INCHES. 

3472 

3-501 


IT  igh 

pressure, 

right 

left 

how 

right 

left 

TAIL 

, RODS, 

High 

pressure. 

right 

“ 

left 

Low 

a 

right 

left 

Tvpe. 

. . . .W 

7.0 

7-2 


1-5 

1-5 

1-5 

1-5 


VALVES. 

Ison  Balanced  Double  Ported  Slide 

Design American  Balance  Valve  Co. 

Per  cent,  of  balanced  to  total  area 75-70 

Type  of  link  motion Stephenson 

GREATEST  VALVE  TRAVEL,  INCHES. 

High  pressure,  right 

left  

Low  “ right  

‘‘  “ leh  

OUTSIDE  LAP  OE  VALVE,  INCHES. 

IIi.gh  pressure,  right,  head  end 

‘‘  “ crank  “ 

“ “ left  head  ‘‘  

“ “ “ crank  “ 

Low  “ right,  head  “ 

“ “ crank  ‘‘  

“ “ left,  head  “ 

“ crank  “ 

INSIDE  LAP  OE  VALVE,  INCHES. 

High  pressure,  right,  head  end negative  .16 

crank  ‘‘ 16 

“ ‘‘  left,  head  ‘‘  .14 

“ “ “ crank  “ 14 

IvOw  “ right,  head  “ 

“ “ “ crank  “ 

“ “ left,  head  “ 

“ “ “ crank  “ 

MISCELLANEOUS. 

Cylinder  lagging  material Magnesia 

“ jacket  “ Sheet  iron 

Lead,  forward  motion,  right negative 


left, 


4 


,51 


no  Area  of  steam  port  in  valve,  sq.  in 8.20 

iTi  “ “ exhaust  “ “ “ “ “ 8.20 

112  


it3 

1 14 

1 15 

116 

TT7 

I18 

TI9 

120 

I2I 

12:^ 

123 

124 

125 

126 

127 

128 

129 

130 

131 


132 

1^3 

134 

135 

136 

137 

138 

139 

140 

141 

142 
M3 

144 

M5 

iz}.6 

M7 

148 

149 

150 


r.oiLKR. 

Type Belpaire,  wide  fire-box 


Outside  diameter,  first  ring,  inches 67.0 

TUBES. 

Number  315 

Outside  diameter,  inches 2.00 

Thickness,  indies .125 

Length  between  tube  siheets,  inches 179-78 

Total  fire  area,  square  feet 5.26 

Serve  Tubes,  number  of  ribs 


“ sq.  in.  of  inside  surface  in  one  in. 
of  length 


Boiler  pressure,  lbs.  per  sq.  in 205 

SUrERIl  EATER. 

Number  of  tubes 

Outside  diameter,  inches 

Thickness,  inches 

Lengtih  of  tubes,  inches 


EIRE- BOX  (size  inside,  inches). 

Length  114.0 

Width  68.0 

Depth,  front  end 61.0 

“ back  “ 55.25 

Volume,  cubic  feet (no  arch)  233.31 

Air  inlets  to  ashpan  (dampers  closed),  sq.  ft....  0.0 

“ “ “ ■ “ ( “ open),  “ ‘V...  2.3 

“ “ “ “ increased,  ii-27-’o6,  to 6.3 


EIRE  DOORS. 


Number  i 

Area,  square  feet 1.59 


GRATES. 

Style Rocking  finger 

Total  area,  square  feet 55-5 

“ “ dead  grates,  square  feet 6.0 

Width  of  air  spaces,  inches 75 

AIR  inlet  areas,  SQUARE  EEET. 

Through  fire-box  sides 00 

“ grates  15.00 

“ fire  doors 03 


151 

152 

153 

154 

155 

156 

157 

158 

159 


iTk) 

161 

162 

163 

164 

165 

166 

167 

168 

169 

170 

171 

172 

173 

174 

175 

176 

177 

178 


179 


180 

t8i 

182 

183 

184 

185 

186 

187 


Total  air  inldts,  (148),  (149)  and  (150) i5-03 

Ratio  “ (149)  to  grate  area  ?i45) 0.27 

“ “ ‘‘  (151)  “ “ “ ('145)  0.27 

IIKATING  surface^  SQUARE  EEET. 

Of  the  tubes,  water  side 2471.04 

“ “ “ fire  “ 2162.40 

“ “ fire-box,  fire  side 156.86 

“ “ superheater,  fire  side ^ 

Total,  based  on  inside  of  fire-box  and  inside  of 

tubes  2319.26 

Total,  based  on  inside  of  fire-box  and  outside  of 

tubes  2627.90 

BOILER  VOLUMES. 

]Vit]i  zvater  surface  at  level  of  second  gauge  cock. 

Water  space,  cubic  feet 338.6 

Steam  “ “ “ 109.9 

Exhaust  nozzle. 

Double  or  single Single 

Size  of  right,  inches  ) Diani 5-625 

“ “ left,  “ I 

Area  of  rig'ht,  square  inches  ) 24.85 

“left,  “ “ I 

Total  area,  square  inches 24.85 

reverse  lever. 

H.  P.  cylinder,  notches  forward  of  centre 15 

T -p  " a U 


RATIOS. 

Heating  surface  (158)  to  grate  area  (145) 41-79 

Fire  area  through  tubes  (119)  to  grate  area  (145)  .09 
Fire-box  heating  surface  (156)  to  grate  area  (145)  2.83 
Tube  surface  (155)  to  fire-box  heating  surface  (156)  13.79 
Fire-box  volume  (136)  to  grate  area  (145) 4.20 


CONSTANTS  FOR  DYNAMOMETER  HORSE  POWER. 

{Pozvcr  dczrlofed  at  one  R.  P.  M.  zvlicn 
pull  is  one  pound.) 

0006367  and  .0006336 

CONSTANTS  I'OR  INDICATED  HORSE  POWER. 

{Pozvcr  developed  at  one  R.  P.  M.  and  one 


pound  M.  B.  P.) 

High  pressure,  cylinder,  right,  head  end 02168 

“ “ “ crank  “ 02106 

“ “ ‘‘  left  head  “ 02231 

“ ''  “ crank  “ 02168 


crank  “ 


crank  “ 


piston 

DlSPLACKMIvNT, 

CUIilC 

1 88 

pressure 

cylinder,  ri^ht 

head 

end 

• • • 4.97 

T89 

a a 

crank 

ii 

. • . 4-83 

TOO 

a a 

“ left, 

head 

ii 

...  5.11 

,91 

((  a 

ii  ii 

crank 

ii 

. . . 4.97 

T02 

IvOW  “ 

“ rin^ht. 

head 

193 

ii  ii 

ii  H 

crank 

ii 

T94 

((  ii 

“ left, 

head 

ii 

195 

i<  iC 

ii  ii 

crank 

ii 

54 

SUMMARY  OF  AVERAGE  RESULTS— LOCOMOTIVE  No.  5266. 
PENNSYLVANIA  RAILROAD  COMPANY. 


Test  Number 

Laboratory- 

Designation 

Hours 

Duration  of  Test 

Speed 

Position  of 
Levers 

Coal  Loss  Due  to 

Steam  Loss, 

Pounds  Per  Hour 

Revolutions 

Equivalent 

Reverse 

Notches  from 

Front  End 

Throttle 

Total 

Average 

Per  Minute 

Speed  in 

Miles 

Per  Hour 

Piston  Speed 

in  Feet 

Per  Minute 

196 

197 

198  1 

1 

199  1 
1 1 

200 

1 201 

202 

203 

204 

901 

80-15-F 

3.00 

14400 

80.00 

1 

19.10 

346.2' 

15.5 

Full 

51.15 

902 

80-20-F 

3.00 

14400 

80.00 

19.10 

346.2 

15.0 

“ 

64.40 

904 

80-25-F 

3.00 

14398 

79.99 

19.09 

346.2 

14.0 

46.08 

906 

80-30-F 

3.00 

14401 

80.00 

19.01 

346.2 

13.0 

66.58 

908 

120-20-F 

3.00 

21600 

120.00 

28.65 

519.2 

15.0 

(€ 

47.78 

910 

120-25^F 

3.00 

21600 

120.00 

28.65 

519.2 

14.0 

56.80 

912 

120-30-F 

2.50 

18000 

120.00 

28.65 

519.2 

14.0 

H 

111.90 

913 

160-15-F 

3.00 

28800 

160.00 

38.20 

632.4 

15.5 

it 

70.52 

914 

160-20-F 

3.00 

28800 

160.00 

38.20 

692.4 

15.0 

it 

120.00 

916 

160-25-F 

2.50 

24000 

160.00 

38.20 

692.4 

14.0 

it 

104.00 

917 

160-27-F 

3.00 

28800 

160.00 

38.20 

692.4 

13.5 

if 

72.42 

918 

160-30-F 

1.00 

9600 

160.00 

38.20 

692.4 

13.0 

a 

66.06 

920 

200-20-F 

2.50 

30000 

200.00 

47.75 

865.6 

15.0 

79.43 

922 

200-25-F 

1.20 

14400 

200.00 

47.75 

865.6 

14.0 

a 

138.20 

923 

240-15-F 

1.50 

21600 

240.00 

57.30 

1038.8 

15.5 

ft 

71.48 

924 

240-20-F 

1.00 

14400 

240.00 

57.30 

1038.8 

15.0 

2.37 

927 

280-15-F 

1.00 

16800 

280.00 

66.85 

1211.8 

15.5 

tt 

94.91 

929 

^90-1 

76.08 

15.5 

ft 

Test  Number  | 

Temperature, 

Degrees  Fahrenheit, 

of 

Steam  Lost  froni 
Boiler,  Lbs.  Per  Hr. 

Laboratory 

Designation 

Smoke 

Box 

Laboratory 

Steam  in  1 

Branch  Pipe  1 

Feed  Water 

Fire  Box 

By  Pj'rometer 

By 

Thermometer 

By 

Pyrometer 

Wet  Bulb 

Dry  Bulb 

1 1 

1 1 206 

207 

208 

209 

210  1 
( 

211 

212 

1 

213  ' 

1 1 

1 

1 214 

1 215 

216 

901 

80-15-F 

I I 

502  ' 

61.0  ' 

1 

54.0 

386.8  ' 

1 

48.0 

1 

1774 

1 1 

1 1 

1 

446 

902 

80-20-F 

579 

64.0 

54.5 

386.5 

46.4 

1918 

530 

904 

80-25-F 

618 

65.0 

58.3 

388.8 

48.0 

1803 

388 

906 

80-30-F 

630 

59.0 

48.0 

387.5 

40.0 

1915 

506 

908 

120-20-F 

644 

69.3 

62.8 

390.8 

48.5 

1859 

388 

910 

120-25-F 

672 

61.8 

52.3 

398.6 

47.6 

1965 

388 

912 

120-30-F 

665 

64.0 

57.0 

399.1 

42.2 

2077 

770 

913 

160-15-F 

633 

60.0 

53.5 

395.2 

45.2 

2078 

537 

914 

160-20-F 

654 

55.5 

45.5 

398.6 

43.7 

1952 

874 

916 

160-25-F 

681 

46.5 

42.0 

404.2 

42.2 

1935 

645 

917 

160-27-F 

719 

60.0 

53.5 

417.2 

46.8 

2058 

428 

918 

160-30-F 

740 

61.5 

50.0 

418.4 

50.1 

2143 

360 

920 

200-i20-F 

679 

53.0 

49.0 

403.6 

42.6 

2076 

556 

922 

200-25-F 

694 

54.0 

48.0 

408.7 

41.8 

2180 

832 

923 

240-15-F 

693 

60.5 

52.0 

400.9 

40.8 

2025 

381 

924 

240-20-F 

675 

61.0 

51.0 

401.8 

40.5 

2266 

11 

927 

280-15-F 

715 

51.5 

45.0 

398.8 

41.0 

2165 

541 

Q'9Q 

Q9n  1 TT 

*7 

oZU-iD-r 

55 


SUMMARY  OF  AVERAGE  RESULTS— LOCOMOTIVE  No.  5266. 
PENNSYLVANIA  RAILROAD  COMPANY. 


Test  Number  | 

i ! 

Laboratory 

Designation 

Presisure,  Lbs.  Per  Sq. 

, In.  , 

Draift,  Inches  of  Water 

Injectors 

In  Boiler 

In  Branch 
Pipe 

Air  in  Lab- 

oratory 
! Barometric 

In  Smoke  Boi 

o 

E 

In 

Ash  Pan 

Iljns. in  Action 

(D 

- 2 
> 

'Maximum 

Minimum 

Front  of 
Diaphragm 

Back  of 
Diaphragm 

Total, 

Right 

Total, 

Left 

217 

218 

219 

220 

221 

222 

223 

224 

226 

226 

227 

901 

80-15-F 

l 1 

201.3 

205.0 

196.0 

1 

198.3 

1 

14.06 

1 

2.0 

1.8 

0.6 

0.2 

2.9 

0 

902 

80-20-F 

200.1 

206.0 

196.0 

197.3 

14.16 

2.1 

1.9 

0.8 

0.1 

2.9 

0 

904 

80-25-F 

198.5 

201.5 

196.0 

192.8 

14.19 

3.3 

3.1 

1.4 

0.7 

3.0 

0 

906 

80-30-F 

202.6 

211.0 

195.0 

199.8 

14.15 

3.4 

2.9 

0.7 

0.3 

3.0 

0 

908 

120-20-F 

201.0 

203.0 

197.0 

197.7 

14.06 

3.9 

3.4 

1.7 

0.7 

3.0 

0 

910 

120-25-F 

200.5 

203.5 

197.0 

197.5 

14.12 

5.1 

4.5 

2.3 

1.0 

3.0 

0 

912 

120-30-F 

202.7 

206.5 

191.0 

197.8 

14.10 

4.9 

4.2 

1.4 

0.3 

2.49 

0 

913 

1160-15-F 

198.0 

204.0 

173.0 

195.0 

14.24 

3.1 

2.8 

0.9 

0.2 

2.81 

0 

914 

160-20-F 

202.9 

206.0 

200.0 

198.2 

14.30 

3.7 

3.2 

1.2 

0.2 

3.00 

0 

916 

160^25-F 

200.0 

205.0 

197.0 

195.0 

14.37 

5.2 

4.4 

1.5 

0.3 

2.50 

0 

917 

160-27-F 

188.4 

204.5 

171.0 

185.6 

14.15 

7.7 

6.2 

2.1 

0.3 

3.0 

0 

918 

160-30-F 

186.1 

195.5 

176.0 

181.8 

14.11 

8.9 

8.0 

3.0 

1.3 

1.0 

0 

920 

200-20-F 

202.0 

205.0 

199.0 

197.4 

14.12 

5.0 

4.2 

1.3 

0.2 

2.5 

0 

922 

200-25-F 

202.1 

205.5 

197.0 

197.1 

14.30 

6.0 

5.1 

1.6 

0.3 

1.2 

0 

923 

240-15-F 

196.4 

205.0 

181.0 

194.2 

13.97 

5.6 

4.7 

1.3 

0.2 

1.5 

0 

924 

240-20-F 

197.5 

203.0 

191.0 

195.1 

14.04 

5.4 

4.6 

1.4 

0.3 

1.0 

0 

927 

280-15-F 

194.4 

207.0 

182.0 

191.7 

14.03 

5.6 

4.9 

1.5 

0.2 

1.0 

0 

929 

320-15-F 

— 

— 

— 

— 

— 

— 

— 

Quality  of  Steam 

Coal.  .Sparks  and  Ash,  Pounds 

Test  Numbe] 

o 

o r; 

0) 

D, 

rH  0) 

Coal  Fired 

Total 

cj 

c 

o bo 

In 

Dome 

s 

C ^ 

c 

d 

fi 

e 

Degrees  o 
Superheat 
Branch  Pi 

Factor  o 
Correctic 
Dome 

'O 

c 

s 

j Total 

Per  Cent,  of  j 
Moisture  j 

0 'd 

os 

Combustible 
By  Analysis 

» d 

228 

22'9 

230 

231 

2321 

233 

234 

235 

2i36 

237 

901 

80-15-F 

.9856 

.9983 

0 

1 

.9898 

1 

Bituminous 

5134 

2.72 

4994 

4723 

271 

902 

80-20-F 

.9866 

.9997 

— . 

.9905 

5872 

1.20 

5802 

5392 

409 

904 

80-25-F 

.9860 

1.0022 

4.00 

.9901 

6598 

1.04 

6530 

6140 

397 

906 

80-30-F 

.9845 

.9994 

0 

.9891 

8896 

1.11 

8797 

8212 

585 

908 

120-20-F 

.9860 

1.0024 

4.2 

.9901 

«« 

7442 

1.04 

7365 

6926 

448 

910 

120-25-F 

.9860 

1.0069 

12.08 

.9901 

«< 

10112 

1.04 

10000 

9410 

608 

912 

120-30-F 

.9851 

1.0071 

12.43 

.9895 

it 

10107 

1.35 

9970 

9335 

634 

913 

160-15-F 

.9864 

1.0055 

9.6 

.9904 

a 

8415 

2.72 

8186 

7742 

444 

914 

160-20-F 

.9854 

1.0067 

11.72 

.9897 

it 

9247 

2.72 

8995 

8508 

487 

916 

120-25-F 

.9859 

1.0106 

18.57 

.9901 

it 

10848 

2.72 

10552 

9981 

572 

917 

160-27-F 

.9860 

1.0202 

35.51 

.9901 

a 

14557 

1.04 

14405 

13547 

876 

918 

160-30-F 

.9860 

1.0218 

38.38 

.9901 

a 

5640 

1.04 

5581 

5249 

339 

920 

200-20-F 

.9856 

1.0098 

17.16 

.9899 

if 

9494 

2.72 

9235 

8735 

500 

922 

200-25-F 

.9859 

1.0127 

22.23 

.9901 

if 

6062 

1.35 

5980 

5599 

381 

923 

240-14-F 

.9850 

1.0091 

15.93 

.9894 

it 

7706 

1.11 

7620 

7113 

507 

924 

240-20-F 

.9860 

1.0093 

16.29 

.9901 

6169 

1.11 

6101 

5695 

406 

927 

929 

280-15-F 

320-15-F 

.9854 

1.0084 

14.73 

.9897 

if 

if 

5068 

1.11 

5012 

4678 

333 

56 


iSiBMMlAIRY  OfF  AVERAGE  RESULTS— TjO'COMIOTIVE  No.  52G6, 
PENNSYLVANIA  RAILROAD  COMPANY. 


Coal,  Sparks  and  Ash,  Lbs. 

Analysis  of  Coal 

a) 

.Q 

S 

:3 

1 

H 

sS  o 

P 

Per  Hour 

Per  Cent. 

2 g 

O *10 

3s 

Cinders 
Collected  in 
Smoke  Box 

Sparks 
Discharged 
From  Stack 

Cinders 

and  Sparks 

Fixed 

Carbon 

Volatile 

Matter 

Moisture 

Sulphur; 

Determined 

i Separately  1 

238 

239 

240 

241 

242 

243 

244 

245 

246 

247 

1 

901 

i 

80-15-P 

52 

16 

68 

75.87 

1 1 

16.14 

2.72 

5.27 

0.91 

902 

80-20-P 

46 

10 

56 

76.06 

15.77 

1.20 

6.97 

1.57 

904 

80-25-P 

82 

16 

98 

76.98 

15.96 

1.04 

6.02 

0.91 

906 

80-30-P 

66 

47 

113 

75.77 

16.54 

1.11 

6.58 

1.00 

908 

120-20-P 

101 

23 

124 

76.98 

15.96 

1.04 

6.02 

0.91 

910 

120-25-P 

236 

15 

251 

76.98 

15.96 

1.04 

6.02 

0.91 

912 

120-30-P 

110 

153 

263 

76.45 

15.92 

1.35 

6.28 

0.67 

913 

160-15-P 

98 

43 

141 

75.87 

16.14 

2.72 

5.27 

0.91 

914 

160-20-P 

194 

47 

241 

75.87 

16.14 

2.72 

5.27 

0.91 

916 

160-25-P 

302 

128 

430 

75.87 

16.14 

2.72 

5.27 

0.91 

917 

1 60-27-P 

492 

140 

632 

76.98 

15.96 

1.04 

6.02 

0.91 

918 

160-30-P 

987 

238 

1225 

76.98 

15.96 

1.04 

6.02 

0.91 

920 

200-20-P 

204 

85 

289 

75.87 

16.14 

2.72 

5.27 

0.91 

922 

200-25-F 

316 

208 

524 

76.45 

15.92 

1.35 

6.28 

0.67 

923 

240-1 5-F 

508 

84 

592 

75.77 

16.54 

1.11 

6.58 

1.00 

924 

240-20-F 

514 

95 

609 

75.77 

16.54 

1.11 

6.58 

1.00 

927 

929 

280-1 5-P 
320-15-P 

584 

58 

642 

75.77 

16.54 

1.11 

6.58 

1.00 

Calorific  Value  Per  Lb.  of  Fuel,  B.  T.  U. 

Analysis  of 

' Simoke-Box 

Gaises 

<n 

.P 

S-.  o 

p 

05 

Per  Cent. 

s 

S 

Laborat 

Designa 

P 

w 

<P 

U 

>> 

is 

p 

«« 

'B 

o 

1 

P 

o 

E 

«H 

o 

c 

0) 

bn  - 
0 

X 

O 

Carbon 

Monoxide 

CO 

Carbon 

Dioxide 

CO2 

Nitrogen 

N 

o 

O 

1 

248 

249 

250 

251 

252 

253 

254  1 

255 

! 1 

256  1 

1 

257 

258 

1 

901 

80-15-F 

15264 

16138 

11713 

10868 

9.26 

i 0 

10.46 

80.26 

902 

80-20-P 

15077 

16221 

10370 

11784 

8.40| 

10.67 

80.93 

904 

80-25-F 

15167 

16128 

12491 

11784 

11.80 

1 « 

7.80 

80.30 

906 

80  30-F 

15020 

16090 

11291 

10065 

8.53' 

1 ^ 

9.67 

81.80 

908 

120-20-P 

15167 

16128 

10606 

8484 

8.70 

1 « 

10.50 

80.80 

910 

120-25-F 

15167 

16128 

11194 

11017 

5.40 

1 ^ 

13.60 

80.90 

912 

120-30-P 

15057 

16079 

11998 

12057 

6.86 

11.33 

81.80 

913 

160-15-F 

15264 

16138 

12770 

8910 

6.86 

0.13 

112.20 

80.80 

914 

160-20-F 

15264 

16138 

11048 

9860 

10.30 

0 

9.06 

80.60 

916 

160-25-F 

15264 

16138 

9287 

9042 

9.73 

.06 

9.60 

80.60 

917 

160-27-F 

15167 

16128 

9701 

11617 

2.60 

.06 

14.40 

82.40 

918 

160-30-F 

15167 

16128 

11497 

10899 

4.70 

.06 

12.70 

82.00 

920 

200-20-F 

15264 

16138 

9471 

11378 

9.13 

.06 

10.33 

80.46 

922 

200-25-F 

15057 

16079 

11523 

11198 

6.60 

1.20 

10.20 

82.00 

923 

240-15-P 

15020 

16090 

10506 

9799 

5.20 

1.60 

11.00 

82.20 

924 

240-20-F 

15020 

16090 

12157 

11977 

6.40 

0.20 

11.00 

82.40 

927 

929 

280-15-F 

320-15-F 

15020 

16090 

11472 

12197 

5.60 

2.00 

10.60 

81.80 

57 

kSLJMMARY  of  average  results— locomotive  No.  52GG. 


PENNSYL. VANIA  RAIIJiOAU  COINTI’ANY. 


Water, 

n Poundis 

Dyn'aim'ometer 

Test  Xuimbe 

fel 

W 

Lost 

^ 'g  2 "2 

Dra\v-r>ar  I’lill  in  I’ouikIs 

Laborat 

Designa 

Delivere 
to  Injeotc 

From 

Boiler 

From 

Injectors 

c 

o 

1 

1 Total 

-g)  Cj  c! 
f-i  »,  P ^ 

o 5 

Average 

g 

1 

'x 

M 

Minimum 

259 

260 

261 

262 

263 

264 

265 

266 

267 

1 

901 

80-15-F 

1 

44020 

0 

1 1 

0 

1 

1 

0 

44020 

6427 

6621 

6111 

902 

80-20-F 

4822G 

0 

0 

0 

48226 

7653 

7952 

7395 

904 

80-25-F 

5G041 

0 

505 

505 

55536 

9810 

10441 

9603 

906 

80-80-F 

G7G08 

0 

0 

0 

67608 

12475 

13147 

12036 

908 

120-20-F 

G0G85 

0 

279 

279 

60406 

7280 

7858 

6716 

910 

1 20-25-F 

70109 

0 

108 

108 

70001 

9438 

9638 

9213 

9112 

120-80-F 

69278 

0 

0 

0 

69278 

11785 

12320 

10976 

918 

1G0-15-F 

62596 

0 

0 

0 

62596 

5578 

5782 

5169 

914 

1G0-20-F 

66120 

0 

0 

0 

66120 

6538 

7300 

6146 

91G 

160-25-F 

66090 

0 

0 

0 

66090 

8155 

8510 

7992 

917 

1G0-27-F 

86070 

0 

60 

60 

86010 

8757 

9493 

7525 

918 

1G0-80-F 

30721 

0 

0 

0 

30721 

9571 

10149 

9008 

920 

200-20-F 

65283 

0 

0 

0 

65283 

6199 

6462 

5960 

922 

200-25-F 

36360 

0 

0 

0 

36360 

7701 

8022 

7390 

92:ir 

240-15-F 

41048 

0 

0 

0 

41048 

4940 

5204 

4460 

924 

240-20-F 

28670 

0 

0 

0 

28670 

5908 

6141 

5436 

927 

929 

2i80-15-F 

3:20-15-F 

28890 

0 

0 

0 

28890 

4752 

4424 

5061 

4360 

Event®  of  iS't  rake  frourt  Indicia  tor  Ciards 


U 

0) 

O 

Cut-off, 

Per  (Cent,  'of  (Sdroke 

Release,  Per  Cent,  of  Stroke 

a 

p 

o X! 

High 

Pressure  C'ylinder 

Low  Pressure  Cyl: 

inder 

II 

igli 

Pressure  (,' 

ylinder 

RiightSide 

Left 

Side  j 

RightSide 

' Left 

Side 

^ Ri| 

ght'Side 

Left  Side 

H 

P 

rr- 

03  « 

X 

p 'p 

.X 

c -P 

'g  'p 

4i: 

C p! 

TO  "P 

P!  r-- 
C 

c3 

TO  'P 

p 

MW 

P M 

u ^ 

O ^ 1 

£ w 

P M 
U ^ 

£ £ 

£ 

W 

£w 

1 

uW 

1 

1 

268 

269 

270 

1 271 

272) 

273 

274 

275 

276 

27 

7 

27 

8 

27 

9 

9011 

80-15-F 

15.4 

17.4 

15.5 

! 

14.7 

1 

54. 

.9 

52, 

.5 

56, 

.1 

50, 

.3 

902| 

80-20-F 

17.2 

20.3 

17.2 

16.7 

58, 

.1 

56, 

.0 

59, 

.3 

53, 

.2 

904 

80-25-F 

24.3 

24.6 

23.4 

22.6 

62 

.8 

61, 

.4 

65, 

.9 

60, 

.1 

906 

1 80-30-F 

29.8 

29.5 

30.5 

28.9 

70 

.4 

65, 

.3 

74, 

.5 

64, 

.7 

9 081 120-20-F 

19.1 

20.4 

18.4 

17.4 

60, 

.5 

56, 

,5 

60, 

.0 

53, 

.7 

910  120-25-F 

26.4 

26.0 

24.1 

23.0 

65, 

.3 

61, 

.8 

65, 

.5 

58, 

.7 

9121120-30-F 

31.2 

34.3 

31.0 

30.2 

1 

68, 

.7 

65, 

.5 

69, 

.4 

64, 

.1 

913  160-15-F 

15.9 

18.9 

16.8 

15.2 

54 

.4 

52, 

.3 

55, 

.1 

48, 

.8 

914|160J20-F 

18.9 

21.3 

20.9 

19.7 

58, 

.5 

56. 

,2 

63, 

.0 

53, 

,9 

916|160-25-F 

23.0 

26.9 

24.9 

24.6 

61, 

.3 

59, 

.9 

64, 

.5 

58, 

.6 

917 

160-27-F 

29.9 

27.9 

26.8 

26.0 

67, 

.7 

64, 

.7 

68, 

.5 

63. 

.1 

916 

160-30-F 

33.4 

33.6 

29.7 

29.4 

70, 

.1 

67, 

,9 

69, 

.2 

65 . 

.0 

920 

200-20-F 

19.3 

19.0 

20.2 

19.3 

59, 

.7 

57, 

,3 

57, 

.5 

55. 

,4 

922 

200-2;5-F 

24.6 

27.0 

25.3 

25.2 

64 

.9 

64, 

.1 

66, 

.4 

61. 

.8 

923 

240-15-F 

18.5 

20.1 

19.4 

17.8 

58, 

.9 

54, 

o 

58, 

.0 

52, 

.7 

924 

240-20-F 

21.9 

24.0 

20.7 

19.7 

59, 

.9 

58 , 

.0 

60, 

.4 

53, 

.1 

927 

280-15-F 

19.2 

22.1 

18.6 

19.7 

57 

.1 

54, 

.1 

58, 

.1 

53. 

.7 

929 

320-15-F 

22.0 

21.7 

20.3 

21.7 

59 

.5 

52, 

.7 

62, 

.0 

54, 

.1 

58 

SUMMARY  OF  AVERAGE  RESULTS— LOCOMOTIVE  No.  5266. 
PENNSYLVANIA  RAILROAD  COMPANY. 


Events  of  Stroke  from  Indicator  Cardls 


<u 

b o 

Release,  Per  Cent,  of  Stroke 

Beginning  of  Co'm'pression,  Per  Cent,  of  Stroke 

'a 

O 

^ i 

Low  Pressure  Cylinder 

High  Pressure  Cylinder 

Low  Pressure  Cylinder 

ll 

Right/Side 

LeftfSide 

Rights  id  e 

Leftside 

RightSide 

Left  Side 

tn 

(U 

Eh 

1 'p 

r 

ll 

1 = 

-H 

ll 

*1 

|i 

a M 

g ^ 

we 

g 

we 

we 

a M 

g ^ 

KW 

w e 

280 

281 

282 

283 

284 

285 

286 

287 

288 

289 

290 

291 

901 

80-15-F 

45.1 

39.0 

46.6 

39.1 

902 

80-20-F 

39.6 

37.8 

42.7 

38.4 

904 

80-25-F 

36.2 

31.8 

38.2, 

32.5 

906 

80-30-F 

33.1 

25.6 

32.4 

27.7 

908 

120-20-F 

40.3  1 

36.6 

42.7 

36.9 

910 

120-25-F 

35.0 

31.6 

37.6 

31.7 

912 

120-30-F 

32.4 

34.3 

32.3 

30.2 

913 

160-15-F 

43.1 

40.4 

45.5 

38.9 

914 

160-20-F 

41.8 

38.0 

43.1 

37.6 

916 

160-25-F 

36.2 

33.8 

37.9 

32.7 

917 

160-27-F 

32.3 

29.7 

35.2 

28.5 

918 

160-30-F 

29.6 

27.9 

23.6 

26.9 

920 

200-20-F 

41.5 

35.9 

42.1 

37.7 

922 

200-25-F 

33.8 

30.9 

35.2 

29.9 

* 

923 

240-15-F 

45.9 

36.9 

43.9 

39.4 

924 

240-20-F 

39.7 

35.6 

40.7 

40.1 

927 

280-15-F 

44.6 

38.9 

42.7 

39.5 

929 

320-15-F 

43.0 

38.3 

43.0 

38.3 

Test  Number 

b.o 

a c 

o 

^ w 

Pressure  from  Indicator  Cards 

Factor  of 
Evaiporation 

Initial  Pressures,  Pounds  Per  Square  Inch 

High  Pressure  Cylinder 

Low  Pressure  Cylinder 

Right  Side 

Left 

, Side 

Right  Siiie 

Left  Side 

Head 

End 

Crank 

End 

Head 

End 

g ^ 

we 

Crank 

End 

Head 

End 

crt  C 

g ^ 

292 

[ 293 

294 

295 

296 

297 

298 

299 

300 

901 

1 

80-15-F 

1 

180.9 

198.4 

193.4 

1 

192.1 

1.2261 

902 

80-20-F 

182.7 

195.7 

190.6 

193.4 

1.2276 

904 

80-25-F 

192.9 

187.4 

188.9 

189.7 

1.2257 

906 

80-30-F 

198.0 

198.6 

198.0 

202.4 

1.2346 

908 

120-20-F 

180.8 

181.0 

184.8 

185.0 

1.2256 

910 

120-25-F 

182.7 

183.1 

188.1 

186.0 

1.2263 

912 

120-30-F 

177.2 

194.1 

192.5 

186.6 

1.2324 

913 

160-15-F 

176.5 

195.9 

188.2 

178.2 

1.2286 

914 

160-20-F 

173.4 

195.7 

188.7 

178.6 

1.2310 

916 

160-25-F 

176.6 

196.6 

191.6 

181.6 

1.2320 

917 

160-27-F 

180.0 

178.2 

186.5 

179.0 

1.2257 

918 

160-30-F 

173.5 

176.5 

180.8 

180.8 

1.2220 

920 

200-20-F 

181.7 

197.3 

195.9 

186.8 

1.2318 

922 

200-25-F 

179.8 

196.1 

190.3 

181.1 

1.2327 

923 

240-15-F 

182.0 

191.0 

196.0 

192.0 

1.2330 

924 

240-20-F 

178.6 

182.1 

188.4 

191.3 

1.2335 

927 

280-15-F 

186.9 

194.8 

185.4 

192.4 

1.2325 

929 

320-15-F 

197.5 

190.8 

200.8 

190.8 

SUMMARY  OF  AVERAGE  RESULTS— LOCOMOTIVE  No.  5266- 

PENNSYLVANIA  RAIf.ROAD  COMPANY. 


Test  Number 

Laborat'ory 

Designation 

Pressures  from  Indicator  Cards 

Steam  Chest  Pressures,  Pounds  Per  Square  Inch 

Pressures  at  Cut-ofl', 

Pounds  Per  Square  Inch 

High  Pressure 

Jx)W  Pressure 

! 

High 

Pressoire  Cyin 

der 

Side 

1 

Right  1 
Side 

Left 

Side 

Right 

Side 

1 

Left 

Side 

Right  Side 

Left  '1 

<u  ? 

K w 

Crank 

End 

<D  G 

K w 

! c 

301 

302 

303 

304 

305 

306 

307 

308 

309 

901 

80-15-F 

198.3 

1 

1 

148.8 

169.4 

164.5 

163.2 

902 

80-20-F 

196.7 

158.1 

165.4 

167.7 

166.4 

904 

80-25-F 

196.5 

166.9 

171.6 

156.4 

170.3 

906 

80-30-F 

• 

173.8 

176.1 

174.2 

178.2 

908 

120-20-F 

197.2 

154.4 

152.7 

151.5 

164.0 

910 

120-25-F 

196.3 

148.3 

159.1 

154.7 

161.6 

912 

120-30-F 

198.6 

146.0 

164.1 

156.1 

168.5 

913 

160-15-F 

198.0 

123.8 

145.9 

135.0 

136.9 

914 

160-20-F 

202.0 

124.1 

146.1 

128.8 

127.3 

916 

160^25-F 

202 . 0 

127.5 

146.0 

135.9 

138.4 

917 

160-27-F 

187.2 

131.7 

130.2 

136.0 

138.9 

918 

160-30-F 

185.5 

125.2 

137.8 

1 135.4 

141.1 

920 

200-20-F 

197.1 

121.2 

145.6 ' 

129.8 

129.5 

922 

200-25-F 

203.0 

123.4 

139.0 

134.1 

125.8 

923 

240-15-F 

— ^ — 

115.0 

126.0 

127.0 

128.0 

924 

240-20-F 

1 

108.8 

126.7 

127.1 

133.4 

927 

280-15-F 

■ 

109.3 

118.9 

115.3 

115.9 

929 

320-15-F 

— 

106.7 

112.5 

112.9 

113.3 

Pressures  from  Tnd'ieater  C^rcls 


u 

<0 

• Co 

Pressures  at  Cut-off,  | 
Pounds  Per  S(iuare  Inch 

Pressures  at 

Release,  Pounds  Per  Square 

Inch 

s 

^ a 

Low 

I’ressure  Cylinder 

High  Pressure  Cylinder 

Low  Pressure  Cylinder 

w 

o ^ 

.p  m 

Kight  Side 

Left  Side 

Right  Side 

l.eft  Side 

Kight  Side 

Left  Side 

<v 

H 

3r 

Head 

End 

P % 

Head 

End 

c 

Crank 

End 

Head 

End 

c i 
a ; 

y J 

Head 

End 

Crank! 

End 

Head 

End 

Crank 
End  : 

310 

311 

312 

313 

314 

315  1 
1 

316  j 

1 

317  1 

1 

318  j 

319 

1 

320 

321 

901 

I 1 

80-15-F 

j 

56.8 

72.6  1 

1 

[58.0 

64.6 

1 

I 

902 

80-20-F 

61.0 

71.6 

59.6 

69.1 

904 

80-25-F 

64.9 

74.9  1 

65.6 

68.6 

906 

80-30-F 

85.2 

92.0 

80.7 

90.1 

908 

120-20-F 

57.1 

66.4 

55.2 

63.8 

910 

120-25-F 

63.2 

71.7 

64.2 

71.4 

912 

120-30-F 

72.5 

89.0 

72.9 

85.0 

913 

160-15-F 

48.8 

61.3 

50.5 

55.6 

914 

160-20-F 

46.7 

62.7 

54.4 

53.3 

916 

160-25-F 

55.4 

71.8 

58.9 

63.0 

917 

160-27-F 

60.2 

61.7 

58.1 

62.6 

918 

160-30-F 

61.0 

69.3 

60.8 

66.0 

920 

200-20-F 

47.7 

58.1 

53.0 

53.1 

922 

200-25-F 

54.9 

64.4 

56.1 

57.5 

923 

240-15-F 

45.0 

57.0 

50.0 

51.0 

924 

240-20-F 

48.3 

59.3 

51.3 

56.9 

927 

280-15-F 

45.5 

54.9 

43.9 

47.6 

929  320-15-F 

46.7 

53.3 

42.4 

50.0 

60 

SUMMARY  OF  AVERAGE  RESULTS— LOCOMOTIVE  No  5266. 
PENNSYLVANIA  RAILROAD  COMPANY. 


901 

902 
904 
906 
908 
910 

912 

913 

914 

916 

917 

918 
920 

922 

923 

924 
927 
929 


C bo 
^ ft 


80- 

80- 

80- 

80- 

120- 

120- 

120- 

160- 

160- 

160- 

160- 

160- 

200- 

200- 

240- 

240- 

280- 

320- 


•15-F 

•20-F 

25-F 

30-F 

■20-F 

25-F 

30-F 

15-F 

•20-F 

■25-F 

27-F 

30-F 

20-F 

25-F 

15-F 

20-F 

15-F 

15-F 


Pressures  froin  Indicator  Cards. 


Pressures  at  Beginning  of  Compression, 

Least  Hack  Pressure, 

Pounds  Per  Square  Inch 

Pounds  Per  Square  Inch 

High  Pressure  Cylinder 

Low  Pressure  Cylinder 

High  Pressure  Cylinder 

Right  Side 

Left  Side 

Right  Side 

Left  Side 

Right  Side 

Left 

Side 

-a  -a 

'2 

r-l 

G ^ 

'G  fp 

r-, 

G ^ 

fp  r- 

1 

G ^ 

ci  p 

£« 

ui  ^ 
ga 

P c; 

ga 

5“ 

w 

Gj  C 

Q 

w 

y 

G G 

G « 

ga 

gw 

322 

323 

324 

325 

326 

1 

327 

328 

329 

330 

331 

332 

333 

2.7 

3.1 

2.5 

2.3 

1.9 

1.9 

1.8 

1.2 

1.7 

.9 

2.8 

1.9 

1 

1.1 

.4 

1.9 

1.1 

2.8 

2.7 

3.5 

2.7 

2.3 

2.0 

3.2 

1.8 

1.9 

3.3 

2.5 

2.0 

1.7 

3.0 

2.2 

1.7 

6.1 

5.3 

4.6 

4.6 

5.5 

3.3 

3.6 

3.3 

6.3 

4.9 

5.7 

5.2 

6.3 

4.1 

4.8 

4.2 

4.6 

4.1 

5.1 

4.4 

3.0 

2.3 

3.8 

2.4 

4.5 

4.5 

4.2 

4.8 

2.5 

2.2 

2.2 

2.1 

3.7 

4.1 

3.9 

3.9 

2.0 

2.6 

2.1 

2.0 

4.9 

5.5 

5.0 

5.0 

2.9 

3.3 

3.1 

1.4 

8.2 

8.7 

8.4 

7.8 

5.9 

5.6 

4.2 

4.9 

8.2 

8.7 

8.0 

8.8 

6.5 

6.8 

5.0 

5.6 

6.6 

6.8 

6.1 

6.9 

3.7 

3.9 

3.1 

3.2 

8.9 

9.3 

9.5 

9.5 

5.5 

6.6 

5.8 

4.6 

9.4 

9.7 

9.6 

9.9 

3.9 

4.7 

4.4 

3.7 

10.0 

10.0 

10.0 

10.4 

4.8 

6.3 

7.1 

5.3 

10.1 

11.7 

11.3 

10.4 

4.1 

5.9 

3.9 

3.6 

13.7 

10.8 

13.8 

13.3 

4.2 

6.3 

4.2 

4.2 

Test  Number 

Laboratory 

Designation 

Pressures  from  Indicator  Cards 

Least  Baick  Pressure, 
Pounds  Per  Sq.  Inch 

Low  Pressure  'Cylinder 

Right 

, S'i'de 

i Left 

ISi'dic 

Head 

End 

Crank 

End 

Head 

End 

End 

Jiunuo, 

1 

1 

334 

1 335 

1 

336 

337 

901 

80-15-F 

902 

80-20-F 

904 

80-25-F 

906 

80-30-F 

908 

120-20-F 

910 

120-25-F 

912 

120-30-F 

913 

160-15-F 

914 

160-20-F 

916 

160-25-F 

917 

J60-27-F 

918 

160-30-F 

920 

200-20-F 

922 

200-25-F 

923 

240-15-F 

924 

240-20-F 

927 

280-15-F 

929 

320-15-F 

B'Oiler 


Dry  Coal  Fired, 
Pounds 

Evaporation,  Pounds 

Per  Hour 

Per  ,Sq.  Ft. 
of  Grate 
Surface 

IS'tea 

yi 

o 

im  Per  I 

b 

0 

lour 

Dry  Steam 
Per  Pound  of 
Dry  Coal  Fired! 

338 

339 

340 

341 

342 

343 

1665 

30.00 

14673 

14523 

6.26 

8.72 

1934 

34.85 

16075 

15922 

6.87 

8.23 

2177 

39.23 

18512 

18329 

7.90 

8.42 

2932 

52.83 

22536 

22290 

9.61 

7.60 

2455 

44.24 

20135 

19936 

8.60 

8.12 

3333 

60.04 

23334 

23102 

9.96 

6.93 

3988 

71.86 

27711 

27420 

11.82 

6.88 

2729 

49.17 

20759 

20559 

8.86 

7.53 

2998 

54.01 

22040 

21813 

9.41 

7.28 

4221 

76.05 

26436 

26174 

11.29 

6.20 

4802 

86.53 

28670 

28386 

12.24 

5.91 

3581 

100.58 

30721 

30417 

13.11 

5.45 

3694 

66.56 

26113 

25849 

11.15 

7.00 

1983 

89.78 

30300 

30000 

12.93 

6.02 

5080 

91.53 

27365 

27075 

11.67 

5.33 

6101 

109.93 

28670 

28386 

12.24 

4.65 

5012 

90.31 

28890 

28592 

12.33 

5.70 

61 

SUMMARY  OF  AVERAGE  RESUETS— LOCOMOTIVE  No.  52G6. 


PENNSYLVANIA  RAILROAD  COMPANY. 


Roller 

Eng-ine.s 

u 

Eniiiv’t  Evan’ 11 

froim 

and 

! 

Mean 

Effective  Pressure, 

<v 

B 

:3 

^ o 

at  212° 

F.,  I’ouncls 

0) 

is 

u o 

O'  n. 

1*^011111108  Per 

S<iuare 

Inc-h 

O 

Per 

Pound  of 

^ ^-1 

I Jig'll 

1*  r ciSS'U  re  C yl  i nd  e r 

'A 

o bo 

3 

o 

<u 

o 

o 

Right  iSid'e 

Loft  Side 

w 

O) 

H 

m 0)  o 

PP 

B 

j !Hors€ 

1 

p 

fi 

Oi 

P 

Coal  8 
Firec 

P ^ 

Com 

r . 

Head 

End 

Crank 

End 

u ^ 

344 

345 

346 

347 

348 

349 

350 

351 

352 

353 

354 

1 

901 

80-15-F 

1 1 

17806 

1 1 

7.68 

1 1 

10.40 

1 1 

10.69 

1 

11.31 

1 

516.0 

67.65 

55.70 

67.50 

1 

59.20 

1 

59.83 

902 

80-20-F 

19546 

8.43 

9.99 

10.11 

10.88 

566.6 

64.76 

65.79 

74.64 

68.41 

66.40 

904 

80-25-F 

22466 

9.69 

10.21 

10.32 

10.98 

651.1 

65.71 

86.90 

86.30 

81.60 

83.07 

906 

80-30-F 

27519 

11.87 

9.28 

9.39 

10.05 

797.7 

60.38 

103.49 

105.12 

105.18 

105.85 

908 

120-20-F 

24434 

10.54 

9.85 

9.95 

10.58 

708.2 

63.36 

67.70 

68.90 

63.20 

64.70 

910 

120-25-F 

28330 

12.21 

8.40 

8.50 

9.03 

821. '2 

54.13 

81.90 

84.30 

80.40 

80.70 

912 

120-30-F 

33792 

14.68 

8.36 

8.47 

9.05 

979.4 

54.32 

90.61 

104.80 

95.76 

99.36 

913 

160-15^F 

25259 

10.89 

9.00 

9.26 

9.79 

732.1 

58.59 

49.65 

61.62 

53.51 

51.29 

914 

160-20-F 

26851 

11.58 

8.70 

8.96 

9.46 

778.3 

56.68 

53.36 

68.56 

59.44 

57.17 

916 

160-25-F 

32246 

13.90 

7.43 

7.64 

8.08 

934.7 

48.34 

65 . 95 

81.04 

72.16 

72.68 

917 

160-27-F 

34793 

15.00 

7.17 

7.25 

7.70 

1008.5 

46.17 

78.31 

75.64 

74.12 

76.08 

918 

160-30-F 

37170 

16.03 

6.59 

6.66 

7.08 

1077.4 

42.41 

81.07 

85.95 

78.44 

81.48 

920 

200-20-F 

31841 

13.73 

8.38 

8.62 

9.11 

922.9 

54.52 

54.83 

64.26 

58184 

57.20 

922 

200-25-F 

36981 

15.94 

7.32 

7.42 

7.93 

11071 .9 

47.59 

66.33 

77.33 

70;90 

67.81 

923 

240-15-F 

33383 

14.39 

6.50 

6.57 

7.04 

967.6 

42 . 25 

46.02 

57.53 

52.97 

52.18 

924 

240-20-F 

35014 

15.10 

5.68 

5.74 

6.15 

1014.9 

36.91 

49 . 69 

61.68 

56.30 

56.25 

927 

929 

280-15-F 

320-15-F 

35240 

15.19 

6.95 

7.03 

7.53 

1021.4 

45.20 

45.71 

43.32 

53.67 

49.63 

47.94 

44.75 

46.93 

47.02 

Test  Number 

Laboratory 

Designation 

Engines 

Mean  Effective  PrOiSisurc, 
Pounds  )Peir  ISq.  Inch 

f 

Receiver 

Nuimlber  of  Exiijansions 

Low 

Pressure  Cyiiinder 

Pressure 

Right  Side 

Leftside 

Right  Side 

Left  Side 

a> 

1 

Head 

End 

Crank 

End 

Head 

End 

Crank 

End 

ss 

hU 

-r- 

L,  H 

U ^ 

s « 

Crank 
End  j 

1 CfJ 

355 

356 

357 

358 

359 

360  1 
1 

361 

362 

^ 1 

363  1 
1 1 

364 

1 

901 

1 1 

80-15-F 

1 

1 

2.41 

2.19 

2.46 

2.34 

902 

80-25-F 

2.37 

2.10 

2.42 

2.28 

904 

80-25-F 

2.04 

2.00 

2.19 

2.09 

906 

80-30-F 

1.96 

1.86 

2.03 

1.88 

908 

120-20-F 

2.30 

2.11 

2.35 

2.24 

910 

120-25-F 

1.99 

1.94 

2.13 

2.02 

912 

120-30-F 

1.85 

1.67 

1.88 

1.81 

913 

160-15-F 

2.34 

2.08 

2.24 

2.24 

914 

160-20-F 

2.25 

2.05 

2.26 

2.08 

916 

160-25-F 

2.07 

1.85 

2.06 

1.93 

917 

160-27-F 

1.89 

1.92 

2.06 

1.98 

918 

160-30-P 

1.79 

1.75 

1.93 

1.86 

920 

200-20-1' 

2.26 

2.23 

2.14 

2.15 

922 

200-25-F 

2.08 

1.95 

2.09 

1.99 

923 

240-15-F 

2.29 

2.06 

2.21 

2.18 

924 

240-20-F 

2.10 

1.94 

2.20 

2.06 

927 

280-15-F 

2.19 

1.94 

2.27 

2.08 

929 

320-15-F 

— ^ — 

62 

SUMMARY  OP  AVERAGE  RESULTS— LOCOMOTIVE  No.  5266. 
PENNSYLVANIA  RAILROAD  COMPANY. 


i Test  Number  1 

i 

Laboratory 

Desi^ation 

Engines. 

Indicated  Horse  Power 

Division 

of  Power 

Higfh 

Pressure  Cylinder 

Low  Pressure  Cylinder 

High  1 

Pressure 
Cylinder 

Low 

Pressure 

Cylinder 

Right  Side 

Left  Side 

Right  Side 

Left  Side 

Head 

End 

Crank 

End 

Head 

End 

c -e 

Q W 

Head 

End 

Crank 

End 

Head 

End 

Crank 

End 

Right 

Side 

Left 

Side 

2 ^ ' 

Left 

Side 

365 

366 

367 

368 

369 

370 

371 

372 

373 

374 

375 

376 

901 

80-15-F 

96.6 

113.7 

105.7 

103.8 

210.3 

209.5 

902 

80-20-F 

114.1 

125.8 

122.1 

115.2 

239.9 

237.3 

904 

80-25-F 

150.7 

145.4 

145.4 

144.1 

296.1 

289.5 

906 

80-30-F 

179.5 

177.1 

187.7 

183.6 

356.6 

371.3 

908 

120-20-F 

176.0 

174.1 

169.2 

168.3 

350.1 

337.5 

910 

120-25-P 

213.0 

213.0 

215.2 

209.9 

426.0 

425.1 

912 

120-30-F 

235.7 

264.8 

256.4 

258.5 

500.5 

514.9 

913 

160-15-P 

172.3 

207.6 

191.0 

177.9 

379.9 

368.9 

914 

160-20-F 

185.1 

231.1 

212.2 

198.4 

416.2 

410.6 

916 

160-25-P 

228.8 

273.1 

257.6 

252.1 

501.9 

509.7 

917 

160-27-F 

271.6 

254.9 

264.6 

263.9 

526.5 

528.5 

918 

160-30-F 

281.2 

289.6 

279.9 

282.6 

570.8 

562.6 

920 

200-20-F 

237.4 

270.7 

262.5 

248.0 

508.1 

510.5 

922 

200-25-F 

287.6 

325.7 

316.4 

294.0 

613.3 

610.4 

923 

240-15-P 

239.5 

290.8 

283.6 

271.5 

530.3 

555.1 

924 

240-20-P 

258.5 

311.8 

301.5 

292.7 

570.3 

594.2 

927 

280-15-F 

277.5 

316.5 

299.5 

284.9 

594.0 

584.4 

929 

320-15-P 

300.7 

334.6 

319.6 

326.4 

635.3 

646.0 

Enigines  [ Locomotive 


o 

t o 

Division  of 

Power 

1 

Consumed  Per  I.  H.  P., 

Dynamometer 
Horse  Power 

Pounds 

Per  D.  H.  P . 

cu 

o ■;:! 

5 

Total 

Total 

I.  H.  P. 

Per  Hour 

Per  ; 

Hour 

B.  T.  U. 

1 Per  D.  H.  : 
j Per  Hour 

m 

<v 

0 S 
5a 

S <1^ 

S ^ 

Left 

(Side 

Dry  Coal, 
Pounds 

Dry  Steam, 
Pounds 

1 

B T.  U. 

_Q 

u 

R 

Of 

Dry  Steam 

1 377 

378 

379 

380 

381 

382 

383 

384 

385 

386 

1 

901 

1 

80-15-P 

210.3 

209.5 

1 

419.8 

3.97 

1 

33.54 

60598 

327.3' 

1 

5.09  ! 

1 

1 43.02 

77693 

902 

80-20-F 

239.9 

237.3 

477.2 

4.05 

32.27 

61069 

389.8 

4.96 

39.50 

74782 

904 

80-25-P 

296.1 

289.5 

585.6 

3.72 

30.65 

56480 

499.6 

4.36 

35.92 

66128 

906 

80-30-P 

356.6 

371.3 

727.9 

4.03 

29.94 

60531 

632.3 

4.64 

34.46 

69693 

908 

120-20-F 

350.1 

337.5 

687.6 

3.57 

28.81 

54160 

556.2 

4.42 

35.16 

67040 

910 

120-25-F 

426.0 

|425.1 

851.1 

3.92 

26.70 

59450 

721.1 

4.62 

31.51 

70070 

912 

120-30-F 

500.5 

514.9 

1015.4 

3.93 

26.63 

59174 

900.8 

4.43 

29.59 

66702 

913 

160-15-F 

379.9 

368.9 

748.8 

3.64 

26.75 

55560 

568.2 

4.80 

35.26 

73267 

914 

160-20-F 

416.2 

410.6 

826.8 

3.63 

25.34 

55408 

665.9 

4.50 

31.46 

68680 

916 

160-25-F 

501.9 

509.7 

1011.6 

4.17 

25.23 

63650 

830.7 

5.08 

30.73 

77541 

917 

160-27-F 

526.5 

528.5 

1055.0 

4.55 

26.50 

68964 

892.1 

5.38 

31.34 

81640 

918 

160-30-F 

570.8 

562.6 

1133.4 

4.92 

26.46 

74622 

975.0 

5.72 

30.83 

86750 

920 

200-2  0-P 

508.1 

510.5 

1018.6 

3.63 

24.83 

55410 

789.4 

4.68 

32.04 

71435 

922 

200-25-F 

613.3 

610.4 

1223.7 

4.07 

23.84 

61280 

980.6 

5.08 

29.75 

76480 

923 

240-15-P 

530.3 

555.1 

1085.4 

4.68 

24.60 

70294 

880.7 

5.77 

30.31 

86665 

924 

240-20-F 

570.3 

594.2 

1164.5 

5.24 

24.37 

78705 

902.8 

6.76 

31.43 

101535 

927 

929 

280-15-P 

320-15-P 

594.0 

635.3 

584.4 

646.0 

1178.4 

1281.3 

4.25 

23.81 

63835 

847.2 

896.9 

5.92 

33.12 

88918 

63 

SUMMARY  OF  AVERAGE  RESULTS— LOCOMOTIVE  No.  5266. 
PENNSYI^ VANIA  RAIFAIOAD  COMPANY. 


Locomotive 


(V 

I.  H.  P., 

D.  n.  p.  1 

uPh 

Machine  Friction 

rO 

Per  S<iuiire 

Per  Square  ! 
Foot  of  1 

0)  . 

of  I.ocomotive, 

a 

l| 

3S 

J’ounas  at  Draw-liar 

Foot  of 

C . tc 

in  Terms  of 

-M 

W 

a; 

H 

Dry  Coal, 
Pounds 

Dry  Steam, 
Pounds 

B.  T.  U. 

1 

Pleating- 

Surface 

Grate 

Surface 

Heating 

Surface  ! 

Grate 

Surface  j 

Tractive  I 

Based  on  M 

Pound 

Horse 

Power 

(M,  E F., 

Pounds 

Draw-Bar  Pull, 

Pounds 

I 

' 

387 

388 

389 

390 

391 

392 

393 

394 

395 

396 

397 

901 

80-1 5-F 

2.57 

21.73 

39220 

.181 

7.56 

.141 

5.90 

8240 

92.5 

1 

13.34 

r 

1816 

902 

80-20-F 

2.51 

19.94 

37843 

.206 

8.60 

.168 

7.02 

9368 

87.4 

12.57 

1716 

904 

80-25-F 

2.20 

18.15 

33370 

.253 

10.55 

.215 

9.00 

11510 

86.0 

12.40 

1689 

906 

80-30-F 

2.34 

17.40 

35147 

.314 

13.12 

.273 

11.39 

14360 

95.6 

13.78 

1886 

908 

120-20-F 

2.23 

17.74 

33820 

.296 

12.39 

.240 

10.02 

9000 

131.4 

12.63 

1652 

910 

120-25-F 

2.36 

15.91 

35799 

.367 

15.33 

.311 

12.99 

11138 

130.1 

12.50 

1702 

912 

120-30-F 

2.24 

14.95 

33727 

.438 

18.29 

.388 

16.23 

13291 

114.6 

11.01 

1499 

913 

160-15-F 

2.43 

17.81 

37091 

.323 

13.49 

.245 

10.23 

7350 

180.6 

13.01 

1417 

914 

160-20-F 

2.27 

15.88 

34640 

.357 

14.90 

.287 

12.00 

8115 

160.9 

11.60 

1579 

916 

160-2  5-F 

2.58 

15.53 

39230 

.436 

18.22 

.358 

14.97 

9929 

180.9 

13.03 

1775 

917 

160-27-F 

2.72 

15.83 

41255 

.455 

19.01 

.385 

16.07 

10354 

162.9 

11.74 

1599 

918 

160-30-F 

2.89 

15.58 

43860 

.489 

20.42 

.420 

17.57 

11126 

158.4 

11.41 

1554 

920 

200-20-F 

3.63 

16.18 

55408 

.439 

18.35 

.340 

14.22 

8000 

229.2 

13.21 

1805 

922 

200-25-F 

2.57 

15.03 

38698 

.528 

22.04 

.423 

17.66 

9610 

243.1 

14.01 

1909 

923 

240-15-F 

3.40 

17.86 

51068 

.468 

19.56 

.380 

15.87 

7103 

204.7 

8.43 

1148 

924 

240-20-F 

3.41 

15.88 

51218 

.502 

20.98 

.389 

16.27 

7621 

261.7 

12.57 

1713 

927 

929 

280-15-F 

320-15-F 

2.99 

16.73 

44910 

.508 

21.23 

.365 

15.26 

6610 

6316 

331.2 

13.64 

1858 

Test  Number 

Laboratory 

1 Designation 

Locomotive 

■Ratios 

Maximum 

I.  H.  iP. 

1 

1 

Date  of  Test 

^Machine  Efficienc 
of  Locomotive, 
Per  Cent 

Efficiency  of  Loco-' 
motive,  Per  Cent.  ‘ 

Total  Weight  of 
Locomotive  to 
Maximum  I H.  P. 

Total  Heating 
Surface  to 
Maximum  I.  H.  P. 

Millions  of  Foot 
Lbs.  at  Draw-Bar 
Per  Hour 

1 

1 

398 

399 

400 

401 

402 

403 

404 

405 

406 

407 

901 

1 

80-15-F 

77.96 

3.28 

5.39 

648 

429.7 

12-28-06 

902 

80-20-F 

81  .68 

3.40 

4.66 

772 

497.7 

1-15-07 

904 

80-25-F 

85.35 

3.85 

3.73 

989 

622.2 

11-20-06 

906 

80-30-F 

86.87 

3.65 

3.07 

1252 

756.3 

3-  4-07 

908 

120-20-F 

80.89 

3.79 

3.26 

1102 

711.9 

11^21-06 

910 

120-25-F 

84.71 

3.63 

2.67 

1427 

867.8 

11-22-06 

912 

120-30-F 

88.71 

3.82 

2.21 

1783 

1048.5 

12-15-06 

913 

160-15-F 

75.88 

3.47 

3.05 

1125 

759.8 

1-  3-07 

914 

160-20-F 

80.54 

3.71 

2.75 

1319 

843.0 

12-18-06 

916 

160-25-F 

82.11 

3.28 

2.26 

1644 

1028.5 

12-19-06 

917 

160-27-F 

84.56 

3.18 

2.07 

1766 

1120.1 

11-28-06 

918 

160-30-P 

86.02 

2.93 

1.99 

1930 

1160.7 

11-26-06 

920 

200-20-P 

77.49 

3.56 

2.20 

1563 

1053.5 

12-20-06 

922 

200-25-F 

80.13 

3.33 

1.86 

1941 

1247.8 

12-12-06 

923 

240-15-P 

81.14 

2.94 

1.76 

1495 

1319.7 

2-20-07 

9, '2  4 

240-20-F 

77.53 

2.51 

1.95 

1787 

1191.2 

2-16-07 

927 

280-15-F 

71.89 

2.86 

1.85 

1677 

1251.0 

2-21-07 

929 

320-15-F 

70.00 

— 

3-  7-07 

64 

SUMMARY  OP  AVERAGE  RESULTS— LOCOMOTIVE  No.  5266. 


PENNSYLVANIA  RAILROAD  COMPANY. 


Test  Number  | 

1 

Laboratory 

Designation 

i 

Duration  of  Test  | 
Hours  j 

Revolutions 

Per  Minute 

Equivalent  I 

Miles  Per  Hour 

Approximate  Cut-off, 

Per  Cent,  of  Stroke, 

High  Pressure  Cylinder 

Position  of 

Throttle 

Boiler  Pressure, 
Libs.  Per  iSq.  In. 

!Br.  Pipe  Pressure  1 

Lbs.  Per  Sq.  In.  | 

Draft,  Front  of 

Diaphragm, 

Inches  of  Water 

Dry  Coal  Fired 

Per  (Hour,  Pounds 

Dry  iSteam  Used 

Per  Hour,  Pounds 



196 

198 

199 

268 to271 

203 

217 

220 

' 222 

338 

341 

yol] 

80-15-P 

3.00 

80.00 

19.10 

15.7 

Full 

201.3  1 

198.3 

2.0 

1665 

14523 

902 

80-20-F 

3.00 

80.00 

19.10 

17.9 

Full 

200.1 

197.3 

2.1 

1934 

15922 

904 

80-25-F 

3.00 

79.99 

19.09 

23.7 

Full 

198.5  1 

192.8 

3.3 

2177 

18329 

906 

80-30-F 

3.00 

80.00 

19.01 

29.7 

Full 

202.6  1 

i 199.8 

3.4 

2932 

22290 

908 

120-20-F 

3.00 

120.00 

28.65 

18.8 

Full 

201.0  j 

197.7 

3.9 

2455 

19936 

910 

120-25-F 

3.00 

120.00 

28.65 

24.9 

Full 

200.5  i 

197.5 

5.1 

3333 

23102 

912 

120-30-P 

2.50 

120.00 

28.65 

31.7 

Full 

202.7  i 

i 197.8 

4.9 

3988 

27420 

913 

160-15-F 

3.00 

160.00 

38.20 

16.7 

Pull 

198.0  j 

j 195.0 

3.1 

2729 

20559 

914 

160-20-F 

3.00 

160.00 

38.20 

20.2 

Pull 

202.9  1 

198.2 

3.7 

2998 

21813 

916 

160-25-F 

2.50 

160.00 

38.20 

24.9 

Full 

200.0 

195.0 

5.2 

4221 

26174 

917 

160-27-F 

3.00 

160.00 

38.20 

27.7 

Full 

188.4 

i 185.6 

7.7 

4802 

28386 

918 

160-30  F 

1.00 

160.00 

38.20 

31.5 

Pull 

186.1 

181.8 

8.9 

5581 

30417 

920 

200-20-F 

2.50  200.00 

47.75 

19.5 

Full 

202.0 

197.4 

5.0 

3694 

25849 

922 

200-25-F 

1.20  200.00 

47.75 

25.5 

Full 

202.1 

197.1 

6.0 

4983 

30000 

923 

240-1 5-P 

1.50  240.00 

57.30 

19.0 

Full 

196.4 

194.2 

5.6 

5080 

27075 

924 

240-20-F 

1.001240.00 

57.30 

21.6 

Full 

197.5 

195.1 

5.4 

6101 

28386 

927 

929 

280-15-F 

320-15-P 

1.00 

280.00 

320.17 

66.85 

76.08 

19.9 

21.4 

Full 

Pull 

194.4 

196.3 

191.7 

5.6 

5012 

28592 

Test  Number 

Laboratory 

Designation 

Equivalent  Lbs  Watet 
Per  Lb.  Coal  from 
and  at  212o  F 

Indicated 
Horse  Power 

Dynamometer 
Horse  Power 

Frictional 
Horse  Power 

Draw-Bar  Pull, 
Founds 

Djv  Coal  Per  I.  H.  P. 
Per  Hour,  Pounds 

Dry  Coal  Per  D.  H.  P. 
Per  Hour,  Pounds 

■Dry  Steam  Per  I.  H.  P. 
Per  Hour,  Pounds 

Dry  Steam  Per  D.  H.  P. 
Per  Hour,  Pounds 

‘o 

0 

0 

0 

"0 

e 

w 

Efficiency’  of 
Loeomotive 

1 

347  ' 
1 

379 

1 

383 

1 

I 

i 395 

265 

380 

384 

381 

385 

350 

399 

1 

901 

1 

80-15-F 

, 1 
10.69 

419.8 

1 

327.3 

92.5 

1 

6427 

3.97 

5.09 

1 

33.54 

1 

43.02 

1 

67.65 

3.28 

902 

80^20-F 

10.11 

477.2 

389.8 

87.4 

7653 

4.05 

4.96 

32.27 

39.50 

64.76 

3.40 

904 

80-25-F 

10.32 

585.6 

499.6 

86.0 

9810 

3.72 

4.36 

30.65 

35.92 

65.71 

3.85 

906 

80-30-F 

9.39 

727.9 

632.3 

95.6 

12475 

4.03 

4.64 

29.94 

34.46 

60.38 

3.65 

908 

120-20-F 

9.95 

687.6 

556.2 

131.4 

7280 

3.57 

4.42 

28.81 

35.16 

63.36 

3.79 

910 

120-25-P 

8.50 

851.1 

721.1 

130.1 

9438 

3.92 

4.62 

26.70 

31.51 

54.13 

3.63 

912 

120-30-F 

8.47 

1015.4 

900.8 

114.6 

11785 

3.93 

4.43 

26.63 

29.59 

54.32 

3.82 

913 

16  0-1 5-P 

9.26 

748.8 

568.2 

180.6 

5578 

3.64 

4.80 

26.75 

35.26 

58.59 

3.47 

914II6O-2O-P 

8.96 

826.8 

665.9 

160.9 

6538 

3.63 

4.50 

25.34 

31.46 

56.68 

3.71 

916 

160-25-F 

7.64 

1011.6 

830.7 

180.9 

8155 

4.17 

5.08 

25.23 

30.73 

48.34 

3.28 

917 

160-27-F 

7.25 

1055.0 

892.1 

162.9 

8757 

4.55 

5.38 

26.50 

31.34 

46.17 

3.18 

918 

160-30-P 

6.66 

1133.4 

975.0 

158.4 

9571 

4.92 

5.72 

26.46 

30.83 

42.41 

2.93 

920 

200-20-‘F 

8.62 

1018.6 

789.4 

229.2 

6199 

13.63 

4.68 

24.83 

32.04 

54.52 

3.56 

922 

200-25-F 

7.42 

1223.7 

980.6 

243.1 

7701 

4.07 

5.08 

23.84 

29.75 

47.59 

3.33 

923 

240-15-F 

6.57 

1085.4 

880.7 

204.2 

4940 

4.68 

5.77 

24.60 

30.31 

42.25 

2.94 

924 

240-20-F 

5.74 

1164.5 

902.8 

261.7 

5908 

5.24 

6.76 

24.37 

31.43 

36.91 

2.51 

927 

280-15-F 

7.03 

1178.4 

847.2 

331.2 

4752 

4.25 

5.92 

23.81 

33.12 

45.20 

2.86 

929 

320-15-F 

1281.3 

896.9 

384.4 

4424 

— 

65 


GRAPH  ICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 

TYPE  4-4-2 

CLASS 
NUMBER 


E 2 A 
5266 


TEST  NO.  901 


R.P.M.  CUT-OFF  THROTTLE 

80  15  F 


■e.  10 

P.M. 


LENGTH  OF  TEST,  MINUTES  AND  HOURS- 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 
TYPE 
CLASS 
NUMBER 

subject: 


4-4-2 
E 2 A 
5266 

LOCOMOTIVE  TEST  WITH  SCALP  LEVEL  COAL 


R.P.M 

80 


TEST  NO.  902 


CUT-OFF  THROTTLE 

20  F 


ALTOONA,  PA.  1-15-07 


66 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 

TYPE  4-4-2 
CLASS  E 2 A 
NUMBER  52S6 

subject:  locomotive  test  with  scalp  level  coal 


TEST  NO.  S04 


R.P.M.  CUT-OFF  throttle 

80  25  F. 


ALTOONA,- PA.  11-20-’06 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 
TYPE  4-4-2 

CLASS  E 2 A 

NUMBER  52SS 


TEST  NO.  90S 


R.P.M.  CUT-OF,F 

80  30 


THROTTLE 

F. 


G7 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 

TYPE  4-4-2 

CLASS  E 2 A 
N,UMBEP  5266 

subject:  locomotive  test  with  scalp  level  coal 


R.P.M, 

120 


test  no.  908 


CUT-OFF  THROTTLE 

20  F. 


ALTOONA,  11-21-’06 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


locomotive 
type  4-4-2 

CLASS  E 2 A 

NUMBER  5266 

subject:  LOCOMOTIVE  TEST  WITH  SCALP  LEVEL  COAL 


R.P.M 

120 


TEST  NO..  910 


CUT-OFF  throttle 

25  F. 


ALTOONA,  PA.  11-22-'06 


68 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 
TYPE  4-4-2 

CLASS  E 2 A 

NUMBER  5266 

subject:  locomotive  test  with  scalp  level  coal 


TEST  NO.  912 


R.P.V.  CUT-OFF  THROTTLE 

120  30  F. 


ALTOONA,  PA.  12-15-’06 


2ia 

200- 

190- 

z 

d 

(0 

q: 

UJ 

Q. 

(/) 

a 

a 

z> 

CO 

<o 

LU 

(T 

CL 

o 

1 REVOLUTIONS  PER  MINUTE  S S ^ , 1 

12000  _ 

11000- 

CO 

O 

z 

z> 

o 

a 

3 

CL 

cc 

< 

CO 

< 

a 

coal 

POUNDS 

CC 

1 

- 

- 

I 

^oile 

r ] 

^rcssur 

7- 

Ui  ^ 

-60000 

-55000- 

ev[ 

o.i 

iitioi 

/i 

— c 

^ , 

/ 

n 

'J 

' 

-5000C 

1 

n 

1 

9000  - 

8000  - 

7000  - 

1) 

1 

)ai 

\ 

111 

ul 

1— 

r 

1 

j 

.45000 

r 

r 

N 

- 

u 

■ 40000" 

1 

y 

6000  • 

“30000 

0*^ 

5000  " 

4000 

3000 

2000  - 

1000  - 

0 

-25000- 

-20000" 

1 5000 

/ 

- 

-1 0000 

1 

I?' 

0 

1 

1 

8.45 

A.M. 


10  20  30  40  50  1 10  20 


10  20  30  40  50 


LENGTH  OF  TEST,  MINUTES  AND  HOURS. 


graphical  log  of  LOCOMOTIVE  TEST 


LOCOMOTIVE 

TEST  NO.  913 

Type 

4-4-2 

R.P.M. 

CUT-OFF  THROTTLE 

class 

E 2 A 

160 

15  F. 

NUMBER 

5266 

subject: 

LOCOMOTIVE  TEST  WITH  SCALP  LEVEL  COAL 

ALTOONA,  PA.  1-3-07 

210. 

200. 

19a 

-165- 

1 fin 

_J  o 

- < z 

QC 

Hi 

-to 

1 

1 

— I 

- 

’rl 

1 

[ 

. Cl  o c 

UJ  0. 

-soooo 

1 

iler-I 

1 

_| 

;sJ 

nr 

1 

1 1 

( 

"1 

r 

< 1 

!V( 

iluti( 

4 

1 BOILER  PRESSURE,  LBS. PER  SO.  IN, 

1 revolutions  per  minute  ^ i 

DRAWBAR  PULL  POUNDS  o o 

O 3 

oo 

_ a . 

-50000 

.45000 

- 

- 

— 

_c 

I 

Xi 

3a; 

'ul 

IL 

. 8000  . 

7000  • 

6000  - 

5000  - 

4000  - 

3000  - 

2000  - 

1000  - 

0 

.40000  . 

~ 

1 

r ■ 

~ 

d 

1 

1 

P 

Ul 

r 

1 

25000. 

IL'" 

\ 

yf 

p 

c 

15000  - 

■10000  - 

- 5000- 

0 

r 

> 

O' 

T 

- 

L 

C IO  20  30  40  50  1 10  20  30  40  50  2 10  20  30  40  50  ; i 

•.If,  LENGTH  OF  TEST,  MINUTES  AND  HOURS, 


GD 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 
TYPE  4-4-2 

CLASS  E 2 A 

NUMBER  5266 

subject:  locomotive  test  with  scalp  level  coal 


TEST  NO.  914 
R.P.M.  CUT-OFF  THROTTLE 

160  20  F 

ALTOONA  PA.  12-18-’06 


BOILER  pressure,  lbs.  PER  so. IN.  § § F 

165 

160 

155 

lij 

1- 

D 

i 

UJ 

z 

O 

K 

O 

> 

UJ 

GC 

DRAWBAR  PULL  POUNDS  o o 

o o 

<n  - 

< z 

0 3 

o o 
a. 

9000 

• 8000 

7000 

6000 

5000 

4000- 

3000 

2000 

1000' 

^FEEDWATER 

1 POUNDS 

1 

1 

I 

1 

IN 

n 

rr 

- 

- 

- 

1 

3o 

Lid 

n 

X \ 

=-c 

— 

- 

ouuuu 

55000 

50000 

45000 

40000- 

35000 

30000 

1 

Re 

io 

A 

na 

1 

D 

rti> 

,V  Ij 

;ir 

R 

jII 

1 

< 

1 

j 

- 

4 

-5' 

20000 

15000 

^o‘ 

y 

^0' 

i 

,r' 

U 

2^ 

1 

rf 

■ 5000 

- 

_L. 

0 JO  20  30  40  50  1 10  20  30  40  50  2 10  20  30  40  50  3 


LENGTH  OF  TEST,  MINUTES  AND  HOURS 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 

LOCOMOTIVE  TEST  NO.  916 

TYPE  4-4-2  R.P.M.  CUT-OFF  THROTTLE 

CLASS  E 2 A 160  25  F 

number  5266 

subject:  locomotive  test  with  scalp  level  COAL  altoona  PA.  12-19-’06 


BOILER  pressure.  LBS. PER  SQ. IN.  o g 5 

1 REVOLUTIONS  PER  MINUTE  S g S | 

DRAWBAR  PULL  POUNDS  § § 

o o 

CD 

^1 
o o 

0. 

12000 

11000 

10000 

9000 

8000 

7000 

6000- 

5000- 

4000 

3000- 

2000 

1000 

cr 

^ o 

1 

1 1 

1 

! 

i 1 

! 

1 

^ O- 

s ^ 

60000 

55000 

50000 

-45000 

40000 

35000 

! 1 

B 

ail 

er 

-R 

■es 

;su 

Tt 

s 

y 

-- 

le\ 

[ol 

ut 

ioi 

.V 

/ 

1 

TT 

/ 

1 

r 

)ri 

iw. 

ba 

r-J 

liUj 

ii 

/ 

-> 

1 

y 1 

/ 

/ 

/ 

25000 

20000 

15000 

10000- 

■ 5000- 

a; 

(«? 

d 

y 

/ 

.y 

/ 

/ 

1 

w- 

I 

Ll 

0 10  20  30  40  50  1 10  20  30  40  50  2 10  20  30  40  50  3 


LENGTH  OF  TEST,  MINUTES  AND  HOURS 


70 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 

TYPE  4-4-2 

CLASS  E 2 A 

NUMBER  5266 

subject:  locomotive  test  V'ITH  scalp  level  coal 


TEST  NO.  917 
R.P.M.  CUT-OFF  THROTTLE 

160  27  F 

ALTOONA  PA.  NOV.-28-’06 


BOILER  PRESSURE.  LBS.  PER  so. IN.  § § g S 

REVOLUTIONS  PER  MINUTE  S § S 

DHAWBAR  PULL  POUNDS  | g 

o o 

(0 

- J Q n 

< z 

O 3 

- o o J 

Q. 

- 12000 

• 11000 

- 10000 

■ 9000 

8000 

7000 

6000- 

5000 

4000 

3000 

2000 

100C- 

cc 

n 

I 

n 

1 

1 

1 

1 

! 1 

1 

1 

/ 

- 

V=>' 

1 

1 

7 

1 

lij  ° ’ 
• 60000 

• 55000; 

oil 

er 

r-: 

es 

;$u 

re 

ri 

y"^ 

D 

n 

-J 

y 

r1 

b 

1 

Ti 

n 

□ 

7 

1 

> 

1 

J 

. 1 I 

X 

J 

\tyui 

ns 

1 

1 

1 1 

1 

1 ' 

1 

M 

i 

1 

M 

1 / 

V' 

p 

\ 

n 

1 

- 50000 

- 45000 

- 40000- 

- 3500C 

L„ 

A 

pr 

av 

I 

'b: 

iPl 

11 

N 

7 

1 

[ 

' 

P 

1 

1 

D 

"1 

I 

n 

/ 

7“ 

1 

1 

y 

I 

/ 

/ 

'7 

1 

f 

T' 

1 

/ 

1 

7 

* 

1 

I , 

ir 

7 

■ 30000 

• 25000 

- 20000 

• 15000 

■ 10000 

- 5000" 

r 

7 

! 

1/ 

/ 

7^ 

/ 

/I 

J 

7^ 

T 

7 

r 

7 

1 

1 

1 

0 TO  20  30  40  50  1 10  20  30  40  50  2 10  20  30  40  50  3 


LEiSGTH  OF  TEST,  .MINUTES  AND  HOURS 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 

LOCOMOTIVE  TEST  NO.  918 

TYPE  4-4-2  R.P.M.  CUT-OFF  THROTTLE 

CLASS  E 2a  160  30  F 

NUMBER  5266 

subject;  LOCOMOTIVE  TEST  V^ITH  SCALP  LEVEL  COAL  ALTOONA,  PA.  1l-26-’06 


BOILER  PRESSURE,  LBS,  PER  SQ.  IN.  S S § § o 

REVOLUTIONS  PER  MINUTE  31  S S 

yi  q cn 

DRAWBAR  PULL,  POUNDS  | S 

O Q . . . . 1 

COAL 

POUNDS 

CC 

- 1-  CO- 

1 

1 

1 

i 1 

1 

1 i 1 

1 

1 

1 

1 1 

“rrr 

1 

1 

i 

I 

1 

1 

1 

1 

j 

1 

1 

1 

-o 

UJ 

li-  - 

7 

Boile 

r] 

L-SS 

ur 

e 

I 

1 

L.. 

1 

f' 

N 

M 

1 

1 

I 

! 

i 1 ! 

r 

1 

1 

1 

1 

1 

1 

1 

1 

1 1 1 

1^ 

1 

r' 

I 1 

1 

1 

1 

1 

- 

te’ 

rrkiiif  i/^rio 

1 

1 

1 

1 

i 

! 

1 

Ml 

L 

1 

1 

1 

1 

] 

Dri 

ttW' 

ba 

r Pu'll 

1 

1 

1 

1 

1 

1 

1 

S 

1 

1 

1 

T 

\ 

i 

1 

1 

1 

1 

1 

1 

1 

1 

1 

1 

X 

i) 

6000 

5000 

4000 

3000' 

2000 

1000- 

o 

■ 30000’ 

- 25000 

r 20000 

■ 15000 

^10000 

- 5000 

• 

i 

7 

jj 

3 

7 

r-' 

P 

/ 

J 

i 

A 

7 

b 

f 

i 

7 

1 

U 

LJ_J 

L_ 

1 

_j 

L_ 

u 10  20  30  40  50  1 10  20  30  40  50  2 10  20  30  40  50  3 

LENGTH  OF  TEST.  MINUTES  AND  HOURS 


n 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 
TYPE  4-4-2 
CLASS  E 2a 
NUMBER  5266 

SUBJECT;  LOCOMOTIVE  TEST  WITH  SCALP  LEVEL  COAL 


TEST  NO  920 

R.P.M.  CUT-OFF  THROTTLE 

200  20  F 

ALTOONA,  PA,  12-20-’06 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 
TYPE  4-4-2 
CLASS  E 2a 
NUMBER  5263 

subject;  locomotive  test  with  scalp  level  COAL. 


TEST  NO-  922 
R P.M.  cut-off  throttle 
200  25  F 

ALTOONA, PA.  12-l2-’06 


BOILER  PRESSURE  LBS. PER  SQ.IN,  So- 

o o o 

-205- 

200- 

195- 

D 

S 

CE 

a. 

<jy 

z. 

O 

o 

o 

E 

DRAWBAR  pull,  founds  g g 

o O 1 ^ 

L . 

w 

_»  ll 

< ■'  - 

L a 

7C00- 

6000- 

5000- 

4000" 

3C00- 

2000' 

1000- 

O 

cc 

H CO 
< Q 

J 

Li 

L.L 

1 j 1 

1 

1 

1 

1 

1 1 1 

1 

1 1 

1 

s 

loiler  P 

ressurc 

1 

1 

1 1 

1 1 

1 

n 

r 

1 

1 

! 

1 

i 

1 

1 

/ 

Lj 

L— D 

1 

' ^ Z ' 

2° 

/ 

1 

i 

1 

L 

2 

1 

Ktyoictioj 

1 

1 

y~ 

1 

1 

1 

1 

1 

Drai 

vh 

Inr 

Pui: 

ri 

1 1 

M 

1 

1 

1 

1 

1 

■’  1 

1 

1 

1 

40000' 

1 

1 

1 

1 

p 

1 

■ 35000' 

- 30000- 

- 25000- 

! i 

1 

1 

I 1 

n 

/ 

/ 

r 

d 

1/ 

/ 

V 

- 20000- 

1 5COO- 

1 

1 

1 

i 

- 1C 000' 

// 

1 

5000- 

O 

1 

r 

0 10  20  30  40  50  1 10  20  30  40  50  2 '0  20  30  40  50  3 

9.10 


A.M.  LENGTH  OF  TEST,  MINUTES  AND  HOURS. 


72 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


LOCOMOTIVE 
TYPE  4-4-2 

CLASS  E 2 A 

NUMBER  52SS 

subject:  locomotive  test  with  scalp  level  coal. 


TEST  NO  923 
R P.M.  cut-off  throttle 
240  15  F 

ALTOONA, PA.  2-20*’07 


GRAPHICAL  LOG  OF  LOCOMOTIVE  TEST 


locomotive 
TYPE  4-4-2 

CLASS  E 2a 

NUMBER  526S 

subject;  locomotive  TEST  WITH  SCALP  LEVEL  COAL 


TEST  NO.  924 
R.P.M.  CUT-OFF  THROTTLE 

240  20  F 

ALTOONA, PA.  2*!6*'07 


BOILER  PRESSURE  LBS. PER  SQ.IN.  So- 

9 9 9 

"245 

240- 

235- 

D 

Z 

? 

cc 

Q. 

Z 

o 

o 

cc 

DRAWBAR  PULL,  POUNDS  g g 

9 9 ...  1 

CO 
-j  o 
< Z 

O 3 

■ O o " 

a 

6000 

5000 

4000 

3000 

20C0- 

1000- 

cc 

HI 

1 

1 

1 

1 

M 

-Q  O- 

llj  Q. 

tu  j 

_Ll.  < 

Boil 

er 

P 

'9S 

:si: 

n- 

n 

7" 

L 

1 

1 1 

ieyojot 

lio 

as 

c 

1 

, 

1 

1 

1 

L 

p. 

awblir 

Pi 

1 ‘ 

1 

r 

1 

A 

) 

“ 30000 

V 

- 25000 

- 20000 

- 15000 

10000 

1'' 

/ 

j 

P 

1“ 

5000 

_j 

0 IV  20  30  40  50  ] 10  20  30  40  50  2 10  20  30  40  60  3 


LENGTH  OF  TEST,  MINUTES  AND  HOURS 


73 


GRAPHICAL  LOG  OF 

LOCOMOTIVE  TEST 

LOCOMOTIVE 

TEST  NO.  927 

TYPE 

4-4-2 

R.P.M.  CUT-OFF  THROTTLE 

CLASS 

E 2a 

280  15  F 

NUMBER 

5266 

subject;  LOCOMOTIVE  TEST  WITH  SCALP  LEVEL  COAL 

ALTOONA, PA.  2-l2-’07 

BOILER  PRESSURE  LBS. PER  SQ. IN.  S g IS 

o o o 

REVOLUTIONS  PER  MINUTE  “ S « 

LW  o 0»  , 

DRAW3AR  PULL,  POUNDS  g ^ 

o o 

9 9 1 1 1 t . 

j Q 
. < 2 . 
O 3 

o o 

Q. 

6000- 

__L  1 

. UJ  _ 

h 

< Q 

J 

' hbilt-r  Prestiurt' 

- 

A 

7= 

1 

o o 

LU  Q. 
txi 

:> 

/ 

J 

\ 

} 

1 

[-■ 

/ 

1 

1 1 

□ 

iteYolotioiis 

- - 

I 

1“ 

TT 

I 

” 

1 

L_ 

J 

> 

L 

Dn 

IVV 

bn 

r 1 

'nil 

..wp 

r' 

u 

u 

- 

1 

i 

5000" 

25000 

z 

1 

L“ 

4000' 

3000- 

2000' 

1000' 

20000 

wV’y 

<r7 

1 

1 

1 0000 

r 

1 

-V 

1 

1 

" 5000 

ir 

1 

L_ 

L_ 

_L_ 

1 

_L 

L_L_ 

1 

0 10  20  30  40  50  1 10  20  30  40  50  2 10  20  30  40  50  3 


LENGTH  OF  TEST,  MINUTES  AND  HOURS 


EQUIVALENT  EVAPORATION  PER  POUND  OF  DRY  COAL 


U 


- 

1 0 

rZ 

.1.1- 

II 

901 

90 

2 o 

90. 

I'O' 

0^ 

Jo 

r\ 

9: 

)06 

y 

C 

14 

0 

R- 

91 

0-0- 

912 

1 

0 

9 

le"^ 

922 

9 

IIj 

7* 

923 

N o 

91; 

D 

92: 

-6- 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAB.  DES. 

TEST'NO. 

LAB.DES.^ 

TEST  NO. 

LAB.  DES. 

1)01 

8ai5-F 

910 

120-20-F 

91T 

1C0-27-F 

924 

240.20-F 

A- 

902 

,S0-20-E 

912 

120.:*)-F 

ova 

100-30-F 

927 

280.15.F 

904 

cO-25-F 

913 

160-15-F 

aoo-ao-F 

900 

80-30.F 

914 

160.20-F 

922 

2UO-23-F 

908 

120.20.F 

916 

1G0.25-F 

1 

240-15-F 

D 

2- 

[ 

5R 

/ c 

OA 

L 

HR 

ED  P 

ER 

HC 

)U 

R,  F 

301 

JN 

DS 

’ 

10 

30 

20|00  1 

3o'oO 

4000 

1 

50 

00 

20 

n 

J 

^1° 

3 

60 

f 

0 

10( 

DRY  COAL  FIRED  PER  HOUR.  LBS.  PER  SQ.  FOOT  OF  GRATE 


PLOT  No.  901. 


EQUIVALENT  EVAPORATION  PER  POUND  OF  DRY  COAL 


1-3 

1-2 

11' 

3.01 

91 

12-0 

0 904 

10- 

yuo 

Q 

”9 

13 

-91 

JO 

91  j 

0 

L 

920 

Q 

^9] 

12 

o- 

316 

— 

-9i: 

’91 

92^ 

92: 

! 

7' 

c 

918 

1 

“O' 

TEST  NO. 

LAD.  DE4. 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAB.  DE5. 

TEST  NO. 

o9 

LAU  DES. 

24 

901 

80-15-F 

910 

12f>.25-F 

917 

10O.27-F 

924 

240-2ttF 

909 

80.90.K 

912 

19<V:«>-F 

918 

100-30-F 

927 

280.15-F 

!3 

904 

oO-25-E 

913 

100-l.VF 

920 

JiJO-20-P 

“'1 

900 

80-30.E 

914 

100-20-F 

\y22 

■JOO-25-F 

908 

120-90-F 

910 

1G0.25-F 

240-15.F 

1 

A 

[ 

OR 

Y S 

TE 

AIV 

1 U 

SE 

D 

^EF 

1 H 

OL 

)R, 

PC 

)UI 

S 

\ 

50 

00 

1 

IOC 

00 

15000 

200 

lOO 

250 

'00 

30 

)00 

1 

A— 

iL 

; 

4 

1 

J 

6 

1 

’ 1 

? 

( 

) 

It 

Lil 

2 

□2 

DRY  STEAM  PER  SQ.  FT.  OF  HEATING  SURFACE  PER  HOUR 


PLOT  No.  902. 


DRAFT,  FRONT  OF  DIAPHRAGM,  INCHES 


76 


DRY  COAL  FIRED  PER  HOUR  POUNDS 


PLOT  No.  903. 


EFFICIENCY  OF  BOILER  PER  CENT 


77 


r 

1 ! 

r 

r 

! 

1 

1 

1 

i 

1 

L 

1 

r 

-7C 

s 

f”” 

1 

901 

i 

i" 

1 

1 

<)()1 

i 

I 

1 

1 

(.91 

8 

r 1 

1 ’ 

1 

-60 

N 

N 

C'. 

oot 

i’ 

91 

3o 

Sr- 

L 

I 

1 

! 

14^ 

) ^ 

.92 

) 

1 

91 

0^ 

N 

9U 

- 

- 

r'i 

1 

1 

1 

i ^ 

ci  r 

s 

-jL 

1 

iic 

1 

r 

1 

R 1 

i'’~i 

oo« 

i:i 

r: 

921: 

V4 

n 

1 

-40 

> 

1 

- 

- 

9 

-30 

1 

TEST  NO. 

LAD.DES. 

TEST  NO. 

I.AB.DES. 

TEST  NO- 

I.AB.DES. 

TEST  NO. 

LAB.DES. 

901 

80-15-F 

910 

120-25-F 

917 

100-27-F 

924 

240-20  F 

-20 

1 

002 

80-20-F 

912 

120-30-F 

918 

100-30-F 

927 

2S0-15-F 

904 

80-25-F 

913 

100-15-F 

920 

200-20- F 

9U0 

80-30-F 

914 

l(>0-20-F 

922 

200-25- F 

908 

120-20-F 

91G 

1 00-25- F 

923 

240U5-F 

- 

-i-c 

- 

- 

10 

00 

20 

DO 

30 

00 

40| 

po 

[50 

00 

60 

00 

DRY  COAL  FIRED  PER  HOUR,  POUNDS 


PLOT  No.  904. 


( 


TEMPERATURE  OF  FIRE-BOX,  DEGREES  F 


78 


DRY  COAL  FIRED  PER  HOUR,  POUNDS 


PLOT  No.  905. 


TEMPERATURE  OF  SMOKE-BOX,  DEGREES. F. 


79 


DRY  COAL  FIRED  PER  HOUR,  POUNDS 


PLOT  No.  906. 


CARBON  MONOXIDE,  PER  CENT 


80 


DRY  COAL  FIRED  PER  HOUR,  POUNDS 


PLOT  No.  907. 


DRAFT.  FRONT  OF  DIAPHRaGM.  INCHES 


81 


DRY  STEAM  USED  PER  HOUR,  POUNDS 


PLOT  No.  908. 


EFFICIENCY  OF  BOILER,  PER  CENT 


82 


7-0 

01( 

1 ^ 

0 

904 

J\j> 

<i  J 

''v 

N 

1 

oS 

08 

60 

s 

90fi 

L 

914  = 

s 

91 

N 

92( 

)° 

O' 

)12 

C,  Pi 

jU 

91( 

• o 

09^ 

2_ 

— 

N 

V 

Oli: 

— 

40- 

23 

=■9; 

J4 

TEST  NO. 

LAB,  EES. 

TEST  NO. 

LAB.  EES. 

TEST  NO. 

I.AB.  EES. 

TEST  NO. 

LAB.  EES. 

30 

901 

80-15-F 

910 

120-25;F 

917 

HjO-27"r 

924 

240-20-F 

902 

SO-O'O-F 

912 

120-:j0-F 

918 

■l0U30-f 

^ 927 

280-15-F 

904 

80-25.F 

918 

10f.-i0-F 

920 

200-20-P 

900 

80-30.F 

914 

100-20-F 

922 

200-25-F 

908 

120-20.F 

910 

10C.25.F 

923 

240-lO-F 

-20 

-1-0- 

50 

00 

IOC 

)00 

15C 

)00 

20C 

)00 

25000 

30( 

)0  0 

DRY  STEA.iyi  US.ED  PER  HOUR.,  POUNDS 


PLOT  No.  909, 


EFFICIENCY  OF  BOILER,  PER  CENT 


83 


~r 

70 

! 

i 

- 

- 

9C 

- 

c 

104' 

-Or 

1) 

P' 

ij 

1 

b 

)4 

1 i 

60 

nOC 

If) 

1 

r ' 

1 

\ 

0 

9L 

- 

1 

91^ 

1 

1 \ 

91 

o' 

912 

> 

50 

V 

t)16 

0 1 

\ 

W. 

91' 

■ 0 

C 

127 

92 

0 

i\ 

40 

923 

1 

- 

- 

— 

— 

92 

A 

< 

3-0 

20 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

L.4B.  DES. 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAE.  DES. 

yo\ 

dD-lo-f’ 

910 

120-25-1!' 

91T 

160-27-f 

924 

240-20-? 

JO-J 

BO-SO-t' 

912 

120-3y-E 

91 S 

1G0-30-E 

927 

280-15-? 

— 

U04 

8U-25-r' 

913 

160-15- (' 

920 

200-20-? 

yoo 

80-3y-E 

914 

lGO-20-f 

922 

200-25-? 

12y.:^0.E 

916 

160-25-E 

923 

240-15-F 

l-Q- 

5C 

)0 

lol 

30 

I5I 

30 

20 

00 

25 

00 

TEMPERATURE  OF  FIRE-BOX,  DEGREES  F. 


PLOT  No.  910. 


EFFICIENCY  OF  BOILER,  PER  CENT 


84 


00 

)02 

o 

904 

1 

o 

908 

90C 

50- 

)13 

s 

91^ 

O 

N 

\ 

920 

1 

9 

,2'* 

^910 

50' 

o9; 

16 

22< 

92T 

— 9 

O' 

o9 

17 

18 

0-9/ 

40’ 

o 

924 

TEST  NO, 

LAB.  BES. 

TEST  NO. 

LAB.  DES. 

T.EST  NO. 

LAB.  DES. 

TEST  NO. 

LAB.  DES. 

901 

80-15-F 

910 

120-25-E 

917 

l''.0-27-E 

924 

240.20.E 

902 

80-20-F 

912 

120-30-E 

918 

ioo.;io-E 

927 

2H0.15-E 

- 

— 

904 

80-25-E 

913 

160-15-E 

920 

200-20- r' 

900 

80-30-E 

914 

1G0-20.E 

yi*2 

200-2j-r’ 

908 

120.20-E 

■916 

1C0.2O.E 

923 

240-15-E 

-LA 

rU 

5 

i 

( 

J 

E 

i 

c 

1 

0 

_J 

DRAFT,  FRONT  OF  DIAPHRAGM,  INCHES 


PLOT  No.  911, 


INDICATED  HORSE  POWER 


85 


* MILES  PER  HOUR 


PLOT  No.  920. 


8G 


24  c 

c 

D 

o 9 

18 

c 

392 

i 

0 9 

17 

O! 

127 

A 

90 

iGo 

903 

o9 

.6 

( 

192 

1 

*T 

1 ° 

901 

91( 

)Oi 

113 

90 

40 

113 

.4 

^92 

) 

»oa 

J 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAB.  DES. 

TEST'NO 

LAB.  DES 

. TESTNO, 

. LAB.  DES. 

901 

80.16- E 

910 

120-2a-F 

917 

160-27-F 

924 

240-20-F 

i 

— 

902 

80-20-F 

912 

120-30-F 

918 

1C0-30-F 

927 

280-15-F 

904 

80-25-F 

913 

160-15-F 

920 

200-20-F 

906 

80-30-F 

914 

160-20-F 

922 

200.25-P 

0 

908 

120-20-F 

916 

160-25-F 

923 

240.15.F 

-L 

1 

JJ 

3 

2 

Lj 

3 

p 

4j 

p 

5| 

|0 

-2 

P 

7 

LJ 

U 

u 

L 

MILES  PER  HOU/l 


PLOT  No.  921 


DRY  STEAM  POUNDS  ?FR  INDICATED  HORSE  POWER  HOUR 


8*^ 


MILES  PER  HOUR 
PLOT  No.  922. 


E.T.U.  PEH  INDICATED  HORSE  POWER  HOUR 


88 


MJLE.SPEB  HOUR 


PLOT  No.  923. 


DRY  COAL  POUNDS  PER  INDICATED  HORSE  POWER  HOUR 


89 


— 

924 

Q_ 

e 

o 

918 

o 

923 

3 9: 

T 

o« 

27 

A 

O' 

^2 

OC 

cr9 

.6 

o ; 

22 

901 

u 

c 

5911 

[) 

09 

12 

9C 

•lo 

C 

91i 

oS. 

U 

n9 

30 

u 

908 

— 

— 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAB.  BES. 

TEST  NO. 

LAB.  DES 

TESTNO. 

LAB.  DES. 

901 

80.15-f 

910 

120-26-F 

917 

T60.27-F 

024 

240-20-F 

902 

SO-2J-F 

912 

120-30-F 

918 

100-30-F 

927 

280-15-F 

90  •! 

80-2, )-F 

913 

10C-15-F 

920 

200-20-F 

-2 

90G 

S0-:i0-F 

914 

1G0-2O-F 

922 

200-25- F 

908 

120-20-F 

910 

100-20- F 

923 

240-15-F 

-1—: 

1^ 

2^ 

)0 

4C 

)0 

6( 

)0 

8( 

)0 

10( 

DO 

30 

J 

DO 

indicated  horse  power 


PLOT  No.  924, 


DRY  STEAM,  POUNDS  PER  INDICATED  HORSE  POWER  HOUR 


<)() 


3-5 

O 

90 

02 

o 

904 

- 

- 

L)  1 

)06' 

-- 

o 

903 

5 91 

3 f 

^91 

0 

912 

o ^ 

li 

j 

O 

918 

25 

Of 

14 

p91 

6 

92'^ 

923 

o9; 

24 

% 

0 

322 

- 

0 r\ 

— 

1 

TEST  NO. 

LAB.  DES. 

TEST  NO.  • 

1AB..I5ES.  ' 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAB.  DES. 

901 

80-15-I- 

910 

120-25-F 

917 

1C0-27-F 

924 

240-20- F 

1-5- 

902 

80-20-F 

912 

120-30-F 

918 

1G0-30-F 

927 

280-15-F 

904 

80-25-F 

913 

160-15.F 

920 

200-20-F 

906 

80-80-F 

914 

100-20.F 

922 

200-25-F 

908 

120-20-F 

916  1 160-.25F 

923 

240-1&-F 

-10 

— 

c 

J 

2( 

)0 

u 

L_ 

6( 

io 

8C 

fO  1 1 

1 i 

loj 

30 

12 

00 

h; 

00 

INDICATED  HORSE  POWER 


PLOT  No.  925. 


B.T.U.  PER  INDICATED  HORSE  POWER  HOUR 


91 


— 

c 

C 

..I 

1 

M 1 1 ! 1 

1 

1 

1 

I ^ J i 

1 

1 

! 

80 

ooc 

^4 

r) 

91h 

1 ° 

ooc 

n 

92: 

591 

7 

..9 

6 

O 

p37 

6o!oO( 

1 

1 

■% 

02 

n " 

»0G 

oi 

22 

J 

1 

?91i 

0 

O <) 

12 

! 

C 

O 

91;, 

--oJ 

1 

091 

2Q 

1 

-5oio( 

1 

o 

908 

) 

1 

4000( 

} 

1 

□ 

30 

001 

\ 

TEST  NO. 

LAB.  DES. 

TESTNO. 

LAB.  DES 

TE?  r NO. 

LAI).  DES 

TEST  NO. 

LAB.  DES. 

J 

901 

80.15-F 

910 

120-2.VF 

91T 

100-27-E 

924 

240.20-F 

90  li 

,a0'20-F 

912 

120-.iO-F 

9ltt 

1 00-30- F 

927 

280-15-F 

904 

80--2.V.F 

918 

lC0-l!j-F 

920 

200.20-F 

9015 

80-30-F 

914 

1 00-20- F 

922 

20IV25-F 

20 

00( 

1 

908 

120-2U-F. 

910 

10O-20-F 

923 

240-15-F 

J '1 

— 

- 

- 

- 

'10 

ooc 

) 

— 

i 

2( 

io 

4C 

10 

1 

ec 

0 

8C 

)0 

! 

loloo 

12] 

00 

i± 

00 

J 

L 

-INDICATED  HORSE  POWER 


PLOT  No.  926. 


AVERAGE  M.E.P. 


92 


CUT-OFF  PERCENT  OF  STROKE 


PLOT  No.  927. 


PERCENT  OF  M.E.P.  TO  BOILER  PRESSURE 


93 


CUT-OFF  PERCENT  OF  STROKE 


PLOT  No.  928. 


DRAWBAR  PULL  POUNDS, 


94 


MILES  PER  HOUR 


PLOT  No.  940. 


DYNAMOMETER  HORSE  FOV/ER 


05 


MILES  PER  HOUR 


PLOT  No.  941 


DRY  COAL,  POUNDS  PER  DYNAMOMETER  HORSE  POWER  HOUR 


96 


— 

— 

9; 

24° 

O 

927 

0 f 

)18 

c 

923 

1 

0 i 

!5i 

c 

901 

O 916 

3 9‘ 

12 

D 

O' 

90a 

1 

1 

„ 1 

o 

906 

1 

n ( 

iin 

pi 

3 95 

10 

i 

-915 

Loons 

os 

114 

o 

904 

TESTTNO. 

LAB.  DES. 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAB  DES. 

TEST  NO. 

LAB.  DES. 

_2 

POl 

80-15-K 

910 

120-25-F 

917 

1C0-2V-F 

i 924 

240-20.F 

902 

80-20- f 

912 

120-30-F 

918 

1C0-30.F 

i 927 

280-15-F 

904 

1 80-25  F 

913 

100-15-F 

920 

200-20-F 

1 

906 

80-J0-F 

914 

1 60-20- F 

922 

200-25-F 

908 

120-29- F 

916 

100-25-F 

923 

240-15-F 

2 

1 

ii 

P 

2 

0 

0 

4 

0 

1 

5 

0 1 

e 

0 

1 

0 

MILES  PER  HOUR 


PLOT  No.  942. 


97 


MILES  PER  HOUR 


PLOT  No.  943. 


B.T.U.  PER  DYNAMOMETER  HORSE  POWER  HOUR 


98 


r” 

J 

TEST  NO. 

L.V3.  OES 

TEST  NO. 

lad.  :i>es 

TEST  NO. 

XaC.  des 

. TEST-NO. 

L.tB.  XTES. 

901 

S0-15-F 

910 

120-2iS-r 

917 

1CO-27-F 

924 

240-20-F 

912 

80-20-r 

912 

120-30- F 

913 

160-30-F 

927 

280-15-F 

CO'4 

80-25-F 

918 

160-T5-F 

920 

200-20-F 

90TG 

SO-30-F 

914 

T60-20-F 

922 

200-25-F 

908 

120-20-f 

910 

160-25-? 

923 

240-15-F 

1 

101 

300 

1 

A 

— 

( 

24c 

U 

1 

! 

i 

1 

-9000 

0 

o9 

( 

23( 

3 

0 

)27 

-8000 

1 

0— 

ooh 

U2 

2 

boi 

•JOi 

006 

oO'i 

0916 

i 

-7-000 

! 

10 

0913 

c 

)92( 

3 

0 — ' 

o 

0 

m 

!0E 

08 

09 

14 

-6000 

1 _ 

-50 

ool 

1 

i 

-AOOO'O- 

1 1 

-3C 

1 

! 

)00 

t 

lo 

1 

-2000 

A 

0 — 1 

-Jooi 

1 

0 

2 

n 

r 

1[ 

0 

0 

J 

L 

3 

0 

4 

0 

5 

0 

6 

L 

7 

2- 

MILES  PER  HOUR 


PLOT  No.  944. 


DRy  COAL,  POUNDS  PER  DYNAMOMETER  HORSE  PO^ER  HOUR 


99 


- 

- 

■’92 

14 

- 

- 

— 

— 

( 

p92 

0! 

)23 

o‘ 

)18 

— 

L' 

917 

O 

901 

91 

o 

9?? 

o 

<)02 

13 

1 

■0*3 

qQi 

_0-( 

1( 

0 

92( 

Q1 

o 

I /i 

)■ 

( 

)9i: 

4 

908 

- 

TEST  NO 

LAB.  DES. 

TEST  NO. 

CAB.  DES.  i TEST  NO  ! LAB.  DES. 

TEST  NO. 

LJ 

VB.  : 

40-2( 

DES. 

901 

S0I5-F 

910 

1 20-25- F 

917  1 1CO-22-F 

9^4 

2 

>F 

■3- 

902 

80-20-F 

912 

120-30-F 

918  1 1C0-30-F 

927 

280-15-F 

904 

80-25-F 

913 

160-15-F 

920  1 200-20- F 

906 

80-.10-F 

914 

100-20-F 

922  1 20<J-25-F 

1 

908 

1 20-20- F 

916 

1C0-25-F 

923  i 24I)-15-F 

2 

1 

- 

20 

lO 

4( 

DO 

6( 

DO 

8C 

DO 

10' 

00 

12' 

00 

14 

00 

DYNAMOMETER  HORSE  POWER 


PLOT  No.  945. 


DRY  STEAM,  POUNDS  PER  DYNAMOMETER  HORSE  POWER  HOUR 


100 


|)01 

L.. 

40 

!)0i 

,00^ 

13 

’<JC 

106 

-92( 

92-; 

9] 

o 

r 

o 

0 

itJ 

4 

•30 

114 

01 

60 

c923 

Oi 

11b 

( 

91 

h 

0( 

122 

4 

L D 

TEST  NO. 

LAB.  DES 

TEST  NO. 

LAB.  DES. 

TEST  NO.  ] 

LAB.  DES.  ' 

TEST  NO. 

LAB.  DES. 

901 

80-15- F 

910 

1 20-25- F 

917 

1C0-27-F 

924 

240-20-F 

20 

002 

80-20- F 

912 

1 20-30- F 

918 

1G0-30-F 

927 

280-15-F 

904 

80-25-F 

913 

1C0-15-F 

920 

200-i0-F 

90G 

80-JO-F 

914 

100-20-F 

922 

200-25- F 

908 

120-20-F 

910 

1C0-25-F 

923 

240-15-F 

1 r 

TJ 

10 

c 

2( 

}0 

4( 

)0 

6( 

)0 

81 

30 

10 

,00 

12 

00 

14 

00 

DYNAMOMETER  HORSE  POWER 


PLOT  No.  946. 


B.T.U.  PER'DYNAWOMETER  HORSE  POWER  HOUR 


101 


TESCTO. 

tAB.  DES. 

TEST  yo. 

LAB.  DES 

TEST  NO 

LAB.  DES. 

TESTNO 

LAB.  DES. 

901 

80.15-F 

910 

1 20-25- F 

917 

160-27-F 

924 

240-20-F 

902 

80-20-F 

<•12 

120-30-F 

918 

160-30-F 

927 

280-15-P 

901 

80-2ft-F 

'J13 

1GO-15-F 

920 

200-20-F 

90C 

S0-;i0-F 

<J14 

IGO-'-’U-F 

922 

200.25-F 

908 

120-20-F 

910 

1G0-25.F 

923 

240-15-F 

- 

- 

c 

124, 

30 

00( 

l02' 

C 

0‘J 

I3O 

o£ 

18 

80 

00( 

J4 

i_o 

91': 

) 

O 

)01 

0916 

0 

Is 

-70 

001 

it02 

0 9l3 

o 

92C 

1 

1 

) 

1 

:iU 

°9C 

D-Q- 

13 

°9 

10 

Ui 

-60 

^001 

1 

1 

IK 

4 

J 

-5ooo; 

) 

40 

001 

r\ 

J 

-30 

00-1 

r\ 

J 

-2-00-0( 

) 

1 

-1000C 

1 

V 

)0 

4( 

)0 

6C 

to 

80 

^0 

10 

DO 

12 

00 

14 

00 

DYNAMOMETER  HORSE  POWER 


PLOT  No.  947. 


MACHINE  FRICTION,  HORSE  POWER 


102 


1 

1 

1 

92 

17.0. 

-30 

j 

_C 

.92' 

i 

■25 

u 

3 91 

>2 

9! 

20 

-20 

Q 

c 

92: 

3 

91.3 

1 

-O-i; 

1 . 

116- 

1 

914 

n9 

‘o'! 

17 

UT 

■1-5. 

0 

*)1( 

,.0-| 

jOS' 

O I 

^12 

10( 

V 

) 

90 

63' 

901 

902 

ri 

o 

1 

1 

1 

TEST  NO. 

LAB.  DES. 

TEST  NO. 

LAB.  DES. 

TEST  NO 

LAB.  DES. 

TEST  NO 

. LAB.  DES. 

-5 

— 

901 

80-15-F 

910 

120- 25- F 

917 

1CO-27-F 

924 

240-20-F 

0- 

902 

80-20- K 

912 

120-30-f 

918 

1C0-30-F 

927 

280-15-F 

901 

80-25- F 

913 

10'9-15-F 

920 

200- 20- F 

— 

90C 

80-jO-F 

914 

160-20-F 

922 

200-25-F 

90S 

1 20-20- F 

916 

160-25-F 

923 

240-15.F 

1 

1 

1 

11 

0 

2 

0 

30 

4 

0 

5.0 

60 

7 

0 

MILES  PER  HOUR 


PLOT  No.  948. 


EFFICIENCY  OF  LOCOMOTIVE MACHINE  EFFICIENCY 


103 


MILES  PER  HOUR 


PLOT  No.  949. 


104 


NOSING  DIAGRAMS. 


105 


NOSING  DIAGRAMS. 


lOG 


WIRE  DIAGRAMS,  COUNTERBALANCE  TESTS. 


107 


• tr-T  C'T't-iMOK.p?.  v_eF-x 


TeST  No.  901  QO-IB-F 

13.1  MH_I.3  PEW 


-rcLs-r  E>jo  So-2.  GO--ZO-F- 

•3.1  Mil-e.3 


RtG^HT  CVLINOC.R 


RlGiKT  CVUIt>40tF» 


CRANK  CNO  HEAD  INO 


»_E.1=T  CrutNDELR 


i_E.F-r  CVUINDCR 


CRAKK  e.lKD 


HEAD  e^NO 


TCST  SO-^S-P" 

t9.l  |v\»l_C.‘3.  PER  HOAJR 


TesT  No.  90€>  e.0-30-F 

19.1  MtEES  F»E.R  ROWR 


TYPICAL  INDICATOR  DIAGRAMS. 


108 


UCrT  OnruiNDER 


p>%00 

>i«o 


t-ar-T  G^uiNoaiR 


TEST  No.eoa  I20-20-R 

2a.GS  MlL.tS  F»t«  MOwf=\ 


TEST  No.  910  l-Z-O-ZS-r 

‘•z&.e>5  MILES  Per  howr 


TEST  No.91'2.  l-ZO-SO-E 

23.e.s  MILES  PER  HOUR 


Test  No.9i-i  i&o-is-p- 

3a. 2.  Mll_ES  f=ER  MOOPt 


TYPICAL  INDICATOR  DIAGRAMS. 


109 


TE.&-r  tMo.  9('4-  l€>0-'20-J=- 

TE-^T  iSo.  91S  l€>0-'2.E>-F- 

3©.'2.  MOv./(=^ 

»“EI=t  MOv_»v=l 


TE.E.T  Mo.  3l"7  IG.O--E7-F". 

^©.2  |V|II_E'&  F»E.F^ 


TEST*  No.91©  IS0-30-l=’ 

3B.^  M\UES  PER  HO'w-'Pl.. 


TYPICAL 


NDICATOR  DIAGRAMS, 


110 


TEST  No.  320.  200-20-F: 

^"7.7C  Mii_e.e>  r»c.i=t 


Test  No.  SZ.'Z. 

-^7.7S  Mtufb 


^iOCl-TLS-F- 


Tsst  No.  32.3  ZAO-lIb-F 

57.3  M1I_C.S  F>EFl 


TEST  No.  32A  a-^o-eo-F: 

57.3  MIL. es  PER  HOOFl, 


TYPICAL  INDICATOR  DIAGRAMS. 


Ill 


Test  No.  327  2SO-15-F 

€>fe.65  PER  HOWIR 


TelstNo.  923 
7<&.04  MiuES 


TYPICAL  INDICATOR  DIAGRAMS. 


320-15-F 

PER  MOtJ  fR 


113 


-DIST/VNCE.—  lOOO  F^EET 


I t— 1-<  ■<  < 1 > 1 t < > t I I I 


TIME -ONE  SECOND 

> > 1 > < t t 1 i > < I > M ■ 4.  t * i « M- 


TYPICAL  DYNAMOMETER  DIAGRAMS. 


113 


1. 


L 


o\STA^'^cEi  - looo  ?=-e.e:t- 


orMC  scc-or^io 
— k — k — k. 


i 

-n 

-4 1 ^ 


OISTANC-E  - IOOOF-E.E.T 


Jl tk IV 


— i 

JU-_J\ IV 


TIME -ONE  SECONO 

jy .> ft ft— ft. 


-A ft. 


JL 


WVAAAAA/WWW^AAAAAAAAAAA/\AAAAA/'o^A;^AAAA/WWV/vAAAAAAAMA^ 


Of=»A.WBAR  PV-IL-L.  LINIEI 


TEST  No.  92-4- 


LAB.  DESIGi.  a^O-SO-F" 


TYPICAL  DYNAMOMETER  DIAGRAMS. 


114 


j f, (1 ru 


DlS'TAvrHCe.  - lOOO 


»l L 


IME.-  OfJE. 
-» « 


becoMo 

-A 1_ 


J 1 


VV WA/\AAAAAAA/ VWW\^AAAA/W^AA/VVWWWVVWV^^AAA/VVW^W  W 

J 


C:>F?A>We>A.F=«  T=W\_\_  \_ltvlE. 


l-AB  DE.^>.  200-'20-F=- 


Di Stance  iooo  p'SET- 


A. 


J .\, 


1-^  TIME.- ONE.  second 

1 ^ A >l 


^V\AA/VV■VVVWv^/\A.WWVV\^V\AAAAAAAAAAAA/WWWWV^,^AAA^WiAA 


0(=«AVVBAP^  ^WUL_ 


OA^TVJM  L_IN(C. 


TEST  (No.  9-2.7 


i_AB  oesi<^.  sao-is-F- 


TYPICAL  DYNAMOMETER  DIAGRAMS. 


116 


-Ol^TAisiCe  — ^OOOrc.^T- 


--T»r^e  - OfNC  •,C,<,or40 

h \ V- 


lAAA-^m^/V\AAA/W\AAAAAAA/\AAA/l^^^/\AAAAA/\AAAA/V^V\^\<VV\AAAV 


TE-ST  No.  92.9 


V_,»^6  DES  A-iO-lS-F'" 


TYPICAL  DYNAMOMETER  DIAGRAMS. 


I 


M.''  ' • ' . 

. • 4.': 


I 


'V« 

, • > 




,rrm  Pi 

FIG.  918— ELEVATION,  SHOWING  POSITIONS  OF  INSTRUMENTS,  LOCOMOTIVE  No.  5266. 


I 


[¥m — ^ ^ ^ ^ ^ — 1 

I z & ^ i « 


FIG.  919— CROSS  SECTIONS,  LOCOMOTIVE  No.  5266. 


FIG.  920— BOILER,  LOCOMOTIVE  No. 


FIG.  921— FRONT  END  ARRANGEMENT,  LOCOMOTIVE  No.  5266. 


^ — * — — ^ if  ■'*^.  . ^ 

/„ j ■ .- '~-  ^ cto  V,  i *7 — ^ 


J:! 


5L(=~r. 


FIG.  922— GRATE  AND  ASH  PAN,  LOCOMOTIVE  No.  5266. 


FIG.  923— VALVE  GEAR,  LOCOMOTIVE  No.  5266. 


PENNSYLVANIA  RAILROAD  COMPANY 


Locomotive  Testing  Plant 

AT 

ALTOONA,  PENNA. 


BULLETIN  No.  6 (REVISED). 

Formerly  Bulletin  No.  9. 


HOLLOW  BRICK  ARCH 


Copyright,  1912,  by  Pennsylvania  Railroad  Company 


1912 


LOCOMOTIVE  TESTING  PLANT. 


TESTS  WITH  HOLLOW  BRICK  ARCH. 


(Conclusions  and  recommendations  on  pages  6 and  7.) 

INTRODUCTION. 

1.  For  the  improvement  of  combustion  in  locomotive  fireboxes 
many  devices  have  been  suggested,  one  supposed  to  have  merit 
being  the  hollow  arch.  This  arch,  in  addition  to  maintaining  a 
uniform  furnace  temperature,  by  its  mass  of  heated  bricks,  also 
admits  air  above  the  fire  to  unite  with  the  combustible  gases. 
Combustion  of  these  gases  is,  in  many  cases,  but  partly  completed 
on  account  of  the  limited  supply  of  air  that  is  drawn  through  the 
grates,  and  it  has  been  thought  that,  if  additional  air,  passing 
through  a hollow  arch  and  becoming  heated,  could  be  mixed  with 
the  gases,  combustion  would  be  completed  with  beneficial  results 
in  economy  of  coal  and  emission  of  smoke.  The.se  expectations 
in  regard  to  air  admission  were  not  realized,  however,  and  the  hol- 
low arch  did  not  show  any  marked  advantages  over  an  arch  with- 
out air  admission,  but  the  advantages  of  the  latter  are  brought  out. 

Description  of  the  Arch. 

2.  A detail  of  the  arch  and  the  method  of  its  application  are 
shown  in  Fig.  6.  As  will  be  seen,  the  arch  was  formed  of  fire-clay 
segments  8f  inches  wide,  made  in  two  pieces  and  fitted  together 
at  the  center  of  the  span.  These  segments  were  hollow,  having 
air  passages  through  them.  The  arch  was  supported  by  angle 
irons  held  by  studs  in  the  firebox  sides.  Air  was  admitted  to  the 
air  passages  by  holes  drilled  in  the  dead  grate  castings  at  the 
front  of  the  firebox. 

3.  The  combined  area  of  the  six  air  passages  through  the 
arch  was  about  60  square  inches,  or  only  0.75  per  cent,  of  the  grate 
area.  The  total  area  of  the  openings  in  the  dead  grate  below  was 
140  square  inches. 


(2) 


3 


Method  of  Making  the  Tests. 

4.  An  arch  of  the  hollow  brick  form  arranged  for  air  admission 
was  applied  to  class  “E2a”  locomotive  No.  5266,  and  with  modi- 
fications, tried  out  in  a number  of  tests,  other  tests  being  made 
on  the  same  locomotive  without  an  arch,  all  on  the  Locomotive 
Testing  Plant,  for  the  purpose  of  determining  to  what  extent  the 
amount  of  smoke  could  be  reduced  by  such  means,  and  whether 
and  how  much  the  evaporative  efficiency  of  the  boiler  could  be 
improved. 

5.  All  of  the  tests  with  arch,  with  one  exception.  No.  900.16, 
were  made  at  a speed  of  about  38  miles  per  hour,  or  nearly  160 
revolutions  per  minute,  with  a cut-off  of  25  per  cent,  and  fully 
open  throttle. 

Modifications  of  Arch: 

6.  The  first  arch  tried  was  the  short  form  as  shown  in 
Fig.  4.  The  arch  was  next  extended,  as  shown  in  Fig.  5,  and  in 
order  to  strengthen  the  end  support  for  the  arch  it  was  necessary 
to  cover  15  tubes. 

7.  The  arch  in  the  second  form  cracked  between  the  air 
passages,  and  just  after  the  test  was  completed  the  lower  part  of 
the  arch  separated  completely  and  fell  down.  It  was  then  re- 
built with  new  bricks  in  the  form  shown  in  Fig.  6,  where  it  will 
be  seen  that  the  front  end  of  the  arch  is  brought  much  lower 
down  and  is  well  supported  without  covering  any  tubes.  The 
supporting  angles  were  increased  in  size  to  by  2^  inches,  as 
lighter  angles  used  in  the  first  arches  were  found  to  sag  between 
fastenings. 

8.  With  this  large  arch,  in  two  tests,  the  back  end  of  the 
grate  was  blocked  off  so  that  the  total  grate  area  was  reduced 
from  the  normal  area  of  55.5  to  39.5  sq.  ft.,  or  a reduction  of 
about  29  per  cent. 

9.  In  three  tests  the  air  inlets  to  the  arch  were  closed  with 
fire-clay  so  that  the  arch  would  act  as  a simple  arch  without 
air  admission. 

• 10.  When  the  air  entered  the  firebox  through  the  arch  there 
was  no  means  of  determining  what  proportion  of  the  air  leaked 
through  the  joints  between  the  arch  segments.  It  was  not 
possible  to  make  these  perfectly  air  tight. 


4 


11.  One  test,  No.  900.16  with  arch,  and  in  which  test  the 
minimum  amount  of  smoke  was  produced,  was  made  at  a lower 
speed  and  earlier  cut-off  than  the  others,  and  air  was  admitted 
to  the  firebox  through  the  firedoor,  which  was  kept  on  the  first 
notch  of  the  latch  all  of  the  time  except  when  firing  coal.  No  air 
was  admitted  through  the  arch  in  this  case,  while  in  the  other 
tests  the  firedoor  was  kept  closed  when  not  firing  coal. 

12.  The  coal  used  was,  in  four  tests,  “Run  of  Mine  Penn 
Gas,”  in  seven  tests,  “Screened  Penn  Gas,”  and  in  one  test 
“Scalp  Level,”  see  tables  1 and  2. 

13.  Penn  Gas  coal  has  about  36  per  cent,  volatile  combustible 
material,  and  while  a good  coal  it  is  smoky  on  account  of  the  large 
amount  of  volatile  matter  It  is  a coal  which  should  show  im- 
proved performance  with  an  arch,  the  object  of  which  is  to  main- 
tain a high  furnace  temperature  and  thus  consume  all  of  the 
volatile  gases  as  they  are  given  off  from  a new  charge  of  fuel. 

14.  Scalp  Level  coal  is,  on  the  other  hand,  a very  low  volatile 
coal  for  a bituminous  coal,  having  as  little  as  16  per  cent,  of 
volatile  combustible  matter,  or  less  than  half  that  of  the  Penn 
Gas  coal. 

Results  of  Tests. 

15.  The  results  are  given  on  table  2.  Tests  900.2  and  952, 
made  without  any  arch,  are  shown  for  comparison.  Also  in  table 
1 are  given  two  additional  tests,  Nos.  900.1  and  951,  without 
arch,  for  comparison  of  smoke  readings. 

16.  The  test  results  are  plotted  in  Figs.  7,  8,  9 and  10.  On 
these  diagrams  no  curves  are  drawn  through  the  points  repre- 
senting the  brick  arch  tests,  but  the  number  of  the  test  is  given 
in  each  case  opposite  the  points  plotted.  Other  points  are  shown 
and  curves  drawn  to  show  results  obtained  with  the  locomotive 
without  any  arch  in  the  firebox,  but  fired  with  the  same  kind 
of  coal, 

T emperatures: 

17-  The  arch  covered  the  opening  in  the  side  of  the  firebox 
and  prevented  the  use  of  a firebox  pyrometer,  except  for  two  tests, 
and  in  these  the  temperature  was  about  15  per  cent,  higher  with  the 
arch  than  without.  This  is  shown  in  Fig.  7. 


5 


Evaporation: 

18.  All  of  the  tests  with  the  arch  and  high  volatile  coals  show 
results  in  evaporation  per  pound  of  coal  above  those  obtained 
without  the  arch.  There  appears  to  be  an  improvement  in  evapor- 
ation with  each  increase  in  the  length  of  the  arch,  and  the  best 
evaporation  obtained  was  with  the  long  arch  without  air  admission 
through  the  arch. 

19.  Test  900.17  made  with  Scalp  Level  coal,  with  the  arch 
and  without  air  admission,  gave  an  equivalent  evaporation  per 
pound  of  coal  of  7.79  pounds,  while  a test  of  this  coal,  under  like 
conditions  but  without  an  arch,  shows  an  evaporation  of  7.64 
pounds,  or  practically  the  same  result. 

20.  Scalp  Level  coal,  however,  is  almost  a semi-anthracite, 
and  gives  results  fully  equal  to  the  screened  Penn  Gas  coal  when 
not  burned  too  rapidly,  but  its  evaporation  falls  off  sharply  when 
forced,  on  account  of  unburned  coal  lost  through  the  stack. 

21.  From  these  tests,  at  rather  a low  rate  of  combustion  for 
Scalp  Level  or  a low  volatile  coal,  it  would  appear  that  the  steam- 
ing of  this  coal  cannot  be  improved  by  the  use  of  an  arch. 

Smoke: 

22.  Observations  of  the  effect  of  the  arch  upon  the  smoke  were 
made  according  to  the  Ringelmann  method.  The  average  smoke 
readings  are  given  in  the  following,  table  1 : 


Table  1,  Smoke  with  Arch. 


Test  No. 

Speed. 

Cut-  i 

OFF.  i 

Throttle. 

Smoke. ^ 

Arch. 

Coal. 

Grate. 

Miles  per 
hour. 

Per  cent. 

In  per  cent, 
of  Black. 

With  or 
without. 

Length  of 
— inches. 

Blocked  or 

open. 

Screened  or 
run  of  mine. 

Small  or  full. 

952 

38 

25 

Full 

46 

Without 

1 

Screened 

Full 

900  2 

38 

25 

Full 

46 

Without 

1 

R.  of  M. 

Full 

900.10 

38 

25 

Full 

1 46 

With 

33 

Open 

R.  of  M. 

Full 

900.11 

38 

25 

Full 

34 

With 

50 

Open 

R.  of  M. 

Full 

900.12 

38 

25 

Full 

28 

With 

62 

Open 

Screened 

Small 

900 . 13 

38 

25 

Full 

22 

With 

62 

Open 

Screened 

Small 

900 . 14 

38 

25 

Full 

20 

With 

62 

Open 

Screened 

Full 

900.15 

38 

25 

Full 

18 

With 

62 

Blocked 

Screened 

Full 

900.16 

28 

20 

Full 

2 

With 

62 

Blocked 

Screened 

Full 

900.17 

38 

25 

Full 

22 

With 

62 

Blocked 

R.ofM.=*= 

Full 

951 

28 

20 

Full 

38 

Without 

1 Screened 

Full 

900.1 

28 

1 

20 

Full 

34 

Without 

R.  of  M. 

Full 

* Scalp  Level  coal. 


6 


23.  In  test  900.16,  as  already  stated  (paragraph  11),  there 
was  very  little  smoke.  No  air  was  admitted  through  the  arch, 
but  the  firedoor  was  partly  open  for  air  admission. 

24.  There  is  a decrease  in  the  smoke  accompanying  the 
improved  evaporation  with  each  increase  in  the  length  of  the  arch, 
and  a further  slight  decrease  when  there  is  no  air  admitted  through 
the  arch.  In  table  1,  the  per  cent,  of  black  smoke  decreases 
from  46  to  18  per  cent,  with  increases  in  the  length  of  arch. 

25.  By  the  use  of  the  arch  the  high  volatile  coal  shows 
smoke  four  per  cent,  less  black  than  does  the  low  volatile  coal 
under  the  same  conditions  of  running. 

Conclusions. 

Evaporation: 

26.  The  use  of  the  brick  arch,  with  a high  volatile  coal,  such 
as  Penn  Gas,  results  in  an  increased  evaporation,  representing 
an  economy  in  coal  of  from  12  to  13 J per  cent.,  the  indication 
being  that  the  hollow  arch  has  no  advantage  over  the  solid  one. 
(Paragraph  18.) 

27.  With  a low  volatile  coal,  such  as  vScalp  Level,  the  arch 
does  not  appear  to  be  of  much  benefit.  (Paragraph  21.) 

Smoke: 

28.  The  admission  of  air  through  the  arch  does  not  appear 
to  decrease  the  amount  of  smoke  as  obtained  with  the  solid  arch. 
(Paragraph  24.) 

29.  The  smoke  from  a smoky  coal,  such  as  Penn  Gas  coal, 
can  be  reduced  by  the  use  of  the  arch  so  that  it  is  less  than  the 
smoke  from  a low  volatile  coal  without  an  arch,  but  it  cannot  be 
made  so  little  as  was  obtained  with  low  volatile  briquettes  without 
an  arch.  (Paragraph  25.) 

General  Conclusions: 

30.  The  best  results  were  obtained  with  the  long  arch  and 
with  air  admitted  to  the  firebox  through  the  firedoor.  The  in- 
crease in  economy  and  decrease  in  smoke  followed  closely  the 
increase  in  the  length  of  the  arch. 

Recommendations. 

31.  To  reduce  the  amount  of  black  smoke  and  to  improve 
the  economy  of  the  boiler  on  locomotives  where  there  is  con- 


7 


tinuous  firing,  as  on  long  runs,  a solid  arch  of  a length  greater 
than  one-half  of  the  firebox  should  be  provided. 

32.  The  reduction  of  smoke  and  the  saving  in  fuel  depend 
upon  the  servdce  in  which  the  locomotive  is  operated,  and  this 
as  well  as  the  maintenance  of  the  arch  should  be  given  con- 
sideration, so  as  to  save  the  expense  of  the  arch  when  it  is  known 
there  can  be  no  material  saving  by  its  use. 

C.  D.  YOUNG, 

Engineer  of  Tests. 

Approved : 

J.  T.  WALLIS, 

Genl.  Supt.  Motive  Power. 

Test  Department, 

Altoona,  Penna., 

January  28,  1912. 


8 


GENERAL  ARRANGEMENT  OF  LOCOMOTIVE. 


9 


GENERAL  DIMENSIONS  OF  LOCOMOTIVE 
(CLASS  E2a) 


Total  weight  in  working  order,  pounds 184,167 

Weight  on  drivers,  in  working  order,  pounds — 110,000 

Cylinder  (simple)  size,  inches 20J  x 26 

Diameter  of  driving  wheels,  inches 80 

Firebox  heating  surface,  square  feet 156.86 

Heating  surface  of  tubes  (water  side),  square  feet. 2,471.04 

Total  heating  surface  (based  on  water  side  tubes), 

square  feet 2,627.90 

Total  heating  surface  (based  on  fire  side  tubes),  square 

feet 2,319.26 

Grate  area,  square  feet.. 55.5 

Boiler  pressure,  pounds  per  square  inch 205 

Valves,  type... Wilson  double  ported,  slide 

Valve  gear. , Stephenson 

Firebox,  type Wide,  Belpaire 

Number  of  tubes 315 

Outside  diameter  of  tubes,  inches 2 

Length  of  tubes,  inches 180 


10 


THE  BOILER. 


11 


THE  GRATE. 

It  can  be  shaken  in  four  separate  sections.  There  is  a drop  grate  at  the  front  and  rear 
and  a dead  grate  at  the  forward  end. 

Fig.  3. 


12 


LOCOMOTIVE: 

TTPE  -4 — A-'2. 
CLAS9  ^'2.^ 
NUMBER 


Pennsylvania  Railroad  company. 


test  no«.  SOO.IO 


TEST  DEPARTMENT 


SUBJECT;  ARtCM  'TRlAUti 


AwroOM A,  Pa.,  7-ZS-'ot 


THE  FIRST  OR  SHORT  FORM  OF  ARCH. 

This  arch  was  too  small  to  show  much  improvement  in  evaporation  or  smoke. 
Fig.  4. 


13 


Pennsylvanja  railroad  company 


L.OCOMOTIVE; 

TYPE 

CLASS  EJZa^  TE^T  0EP*ARTM6MT 

NUMBER  S'2.<S><£> 

SUBJECT;  BRICV<.  A«t=«C.H  -TP«A^\-B 


TEST  No.^OO.II 


AuTOONA.  PiU,T-  -ZB- o-r 


<^OO.A 


THE  SECOND  FORM  OF  ARCH. 

It  is  longer  than  the  first  form,  and  while  the  lower  row  of  tubes  was  covered  it  gave 
better  results  than  the  first  arch. 

Fig.  5. 


J4 


Pennsylvania  Railroad  Company 

LOCOMOTIVE.: 

TYPC  ^ ”2. 

CUAM  E.‘2a^  XEST  OCMARXhACNT 

NUMBEA  TKBT  Mo.  ^OO.  l‘2_ 

Soo,  1-5  - I -4.  - I s -U-17 

SUBJECT:  BR\c*<A«c.h  TR.iaL'S  AL.TooNA,Rk.,  T- 2.5-07 


l-OC.OMOPr»v«.  'T\\_t  P'W»^rM\B*-»B.O 

H A.«^e\%OM-WAU<&R  Bt.Ff<ACTORlUCo. 
D«^AW»N<*  ISo.  TiaOZ'S  OATfLO  &-2-»^a7 


OC^A**!-  ARCM  -I 

•0 


QOO-5 


THE  LONG  ARCH  WITH  THE  FRONT  END  DEPRESSED  TO  CLEAR  THE  TUBES. 

. This  arch  was  used  with  the  air  inlets  both  closed  and  open  and  with  part  of  the  rear  portion  of  the  grate 
covered  with  firebrick.  This  arch  shows  the  best  results  and  there  was  least  smoke  when  the  air 
passages  were  closed. 


Fig.  6. 


15 


TEMPERATURE  OF  FIREBOX  AND  SMOKEBOX. 

The  points  with  numbers  are  arch  tests.  The  other  points  and  curves  are  for  tests  without  arch.  Tests 
10  and  11  were  with  run  of  mine  coal,  and  they  show  a temperature  of  firebox  about  15  per  cent, 
above  that  without  an  arch. 


Fig.  7. 


N.  J. 


CO-ORDINATE  PAPER.  J a WEBB,  Hoboken,  N.  J.  negative, 


16 


» 


EVAPORATION  PER  POUND  OF  DRY  COAL  AND  COAL  FIRED  PER  SQUARE  FOOT  OF  GRATE. 
The  numbered  points  represent  Arch  Tests.  Those  without  numbers  and  the  curves  are  for  tests  without 
an  arch  in  the  Firebox.  Tests  10  and  11  were  with  run  of  mine  coal,  12  to  16  with  screened  coal, 
and  17  was  a different  coal  from  the  others. 


Fig.  8. 


CO  ORDINATE  PAPER.  J B Webb.  Hoboken. 


EQUIVALENT  EVAPORATION  PER  POUND  OF  DRY  COAL. 


17 


It-RO  \D 


OMPAh^Y 


EVAPORATION  PER  POUND  OF  COAL  AND  RATE  OF  EVAPORATION. 

The  evaporation  is  about  12  per  cent,  more  per  pound  of  coal  with  the  arch  in  its  best  form.  Note  the 
low  evaporation  (point  17)  with  a low  volatile  coal. 

Fig.  9. 


co-ordinate  paper.  J.  B.  Webb.  Hoboken.  N.  J. 


CO  ORDINATE  PAPER.  J B.  Webb.  Hoboken,  N.  J. 


18 


Hil!! 


BOILER  EFFICIENCY. 

The  efficiency  is  increased  with  the  arch,  as  shown  by  the  points  with  numbers.  Without  the  arch,  the 
efficiency  is  from  51  to  64  per  cent.  With  the  arch  it  is  from  55  to  74  per  cent. 

Fig.  10. 


CO-ORDINATE  PAPER.  J.  B.  Webb,  Hoboken,  N.  J. 


19 


LOCOMOTIVE: 

TYPE  '4—4- -2- 

CLA8S EX  A. 

NUMBER 


Pennsylvania  Railroad  Company 

Philadelphia,  Baltimore  i.  Washington  Railroad  i 
Northern  Central  Railway  Company 
West  Jersey  & Seashore  Railroad  Company 


TEST  DEF»ARTIVIErgT 


Average  Results  of  Locomotive  Tests 


Test  nos.,  3oo.  2. 

’aoOsipTfllT 


SUBJECT:  BRIC.K  ARCH  “TRyAUS 


Altoona,  Pa.,  B-. - O'? 


DRIVING  Wheels 
Number  of  Pairs  


■z 

S O 


Approx.  Diameter,  inches 

Engine  Truck  Wheels 
Number 4- 


Diameter,  inches. 


3€. 


TRAILING  Wheels 

Diameter,  inches 

Wheel  Base,  Feet 

Driving  Wheel  Base 

Total  Wheel  Base ■^o-SS 

Gag6j)f  Wheels  5€».  > 3. 

WEIGHT  OF  ENGINE  WITH  WATER 
AT  20.  GAGE  COCK  AND  NORMAL 
FIRE.  POUNDS 

On  Truck 37.».&7_ 

“ 1st  Drivers 51>3>^ 

“ 2d  “ 

“ 3d  * " - 

“ 4th  “ 

" 5th  ‘ 

“ Trailers  37PO  O 

Total  

“ on  Drivers .1  I Q OOl 

Cylinders 

Diam.  and  Stroke,  H P _ 20. 5X2© 
“ “ “ L.  P TTZ 


clearance  in  per  cent,  of  piston 

DISPLACEMENT 

H.  P.  Right,  Head  End . 

“ “ Crank  “ V?-  • 

“ Left,  Head  “ 

* “ Crank  “ 

L.  P.  Right,  Head  “ 

“ “ Crank  “ 

* Left,  Head  “ 

* * Crank  “ 


W 


Receiver,  Cubic  feet 

Volume  Right  Side 

* Left  “ 

Steam  ports,  inches 
H.  P.  Admission,  Length  ._  \® 

* ‘ Width 

L.  P.  * Length 

* * Width  . 

H.  P.  Exhaust,  Length 

* “ Width  . 2..  s>a 

L.  P.  “ Length 

* “ Width  " 


Piston  rods,  Diameter 
inches 

High  Pressure 3 

Low  “ 


4T2, 


Tail  Rods,  Diameter, 
inches 

High  Pressure **' 

Low  “ 


Valves 

Type  OPUBUC  POWT&O  St-\OE  . 

nMignA>Mt:RtC/\W  BA\-.VAL.VtL  CO. 

Per  Cent.  Balanced T? 

Type  of  Valve  Motion 

Greatest  valve  travel 
High  Pressure,  inches 


Low  “ “ 

Outside  Lap  of  Valve 
High  Pressure,  inches  . 

Low  “ “ 


Inside  lap  of  Valve 
High  Pressure,  inchesWKQA-rtvc 
Low  * ' 


boiler 

Type ^ct-v»AtRc  wtoc  rtnt-eox 

Outside  Diam.  1st  Ring 

Tubes 

Number 

Outside  Diam.,  inches  ?.  r Q_ 

Pitch  “ Z-©25 

Length  Between  Tube  * 

Sheets,  inches t “1 3 -JIS 

Total  Fire  Area,  sq.  ft S.g.s 

Boiler  Pressure,  pounds  2.05 

Superheater 
Number  of  Tubes 

Outside  Diam.  “ inches 

Length  of 


1S4 

165 

166 
157 

*158 

169 


Firebox,  inside,  inches 

Length o 

Width 

Air  Inlets  to  Ashpan, 

sq.  ft.  __  . 3) 

GRATES 

Type 'ROCK ItSk.GL  FtnCjER^ 

Grate  Area,  sq.  ft. _ 5 5.5 

Area  of  Dead  Grates  €>.  o 


Heating  Surface, 

Square  feet 
Of  the  Tubes,  Water  Side_. 

• • ‘ Fire  “ ZlfeZ-Ao 

* “ Firebox,  “ “ 

“ “ Superh’r,  " “ 

Total,  Based  on  “ “ 23\3  .■Z.fe 

of  Firebox  and 

Water  Side  of  Tubes  ZG’a.T.QO 

Boiler  volume 
WITH  water  SURfIoE  AT  LEVEL 
of  20  GAGE  COOK 

Water  Space,  cu.  ft.  . 33S.S_ 

Steam  “ “ “ 1 03. 3 

Exhaust  nozzle 

Double  or  Single 

Sire,  inches 5-  €>'2.5 

Area,  sq.  inches 24.  S5 

REVERSE  LEVER 

H.  P.  Notches  Forward  of  Center  1 B 

L.  P.  Notches  Forward  of  Center 

RATIOS 

Heating  Surface  (158)  to 

Grate  Area  (145)  _ ^-l. 

Fire  Area  Thru  Tubes  (119) 

to  Grate  Area  (145)  _ ‘ 

Firebox  Heating  Surface  (156) 

to  Grate  Area  (145)  2. 

Tuoe  Heating  Surface  (155) 
to  Fire  Box  Heating 
Surface  (156)  


Twe.  ASOvre.  ITELMS 

tsowMAV- 

DIMEM^»\0T«»«=>  or  THE 

U-OCOMOTWEL  VVVTW  FUL-L- 
CiRA-TE.  AVACLA 


•USED  IN  CALCULATIONS 


DIMENSIONS  OF  LOCOMOTIVE  5266. 


20 


SxioH 

LOCOMOTIVE:  _ 

TYPE 

CLASS  E..ZA 
NUMBER  S/Z&G? 


Pennsylvania  Railroad  Company 

Philadtiphia,  Baltimore  A Waahington  Railroad  Oompany 
Northern  Oentral  Railway  Company 
Went  Jeraey  A Seashore  Railroad  Company 
TEST  DE^AFt-rivn  crvix 

Average  Results  of  Locomotive  Tests 


FUELi  PEMN  CiA^ 

AtdO  Scaup  wtycw  ..COA  U. . 


SUBJECT  : H>1=neK  A>RCK  XRVA.\_S. AltOONA,  Pa.,JB- \ 2>- OT 


TEST 

NUMBER 

RUNNING  CONDITIONS 

BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Test, 

Hours 

Milos 

per 

Hour 

Throttle 
Opening, 
Full  or 
Partial 

4 

Actual 

Cut-off 

Per  Coot, 
H.P. 
Cylinders 

ARC  Vi 

OP* 

MO 

AVRC-H  1 

Pressure 

In  Boiler, 
Lbs.  per 

Sq.  Inch 

Draft 

In 

Smoke  Box, 
Inches 
of  Water  , 

Draft  1 

In  1 

Ash  Pan, 
Inches 

of  Water.  | 

CilorWc 
Value 
of  Dry 

Fool, 

B.T.U.  per  Lb. 

Cinders 
Collected  In 
Smoke  Box, 
Pounds 
per  Hour 

i.  r.  M.  Cet-ett  Thisttlt 

196 

199 

203 

268  tl  271 

1 

1 217 

222 

226  1 

248 

238 

ssz 

900.Z 

900.10 

soo.ri 

000.12 

900.15 

900.14 

900.15 

900.16 

900.17 

l€»0-  29 -F 
l€»0-25-F 
l€>0-25-F 
ie>0-25-F 
|feO-  25-F 
IGO-  25 -F 
IGO-2&-F 
lfeO-25-F 
120- 20- F 
IGO-2&-F 

‘Z-.So 

2. SO 

2.1-1 

z.ao 

\ . oo 

2. BO 

2 • oo 

1 .SO 

2.00 

2.  oo 

3atoe 

3“I.fe5 

3n.&5 

3T.as 

ST.CeS 

3T  C.S 

3T.&& 

3T.G,5 

ZA.-Z^ 

3T.&S 

FlaUI. 

tt 

«« 

No  AfACH 
NoApch 
AWCH 

zo\  .a 

2o  1 . 5 
ias.4 

laa.a 

Z03.1 

Zoo  fo 

2o3.  o 

303.  n 
2oz.  Z 
Zoz.z 

3 . a 

4.  1 
4.  -| 

4. -I 

5.  3 

5 3 

5 O 

3.8 

3.0 

5.Z 

.2  1 

.2 

.2 

.Z 

.2 

.2 

.2 

.2 

. 1 

-■Z-  1 

14  844 

14  3<oO 

14340 

14340 

14aT  z 
i-ia-iz 

i4a-72 

waTz 

I49-?Z 

V 54oZ 

48 

1 oo 

135 

84 

144 

14  0 

7a 

1 20 

43 
30  Z 

TEST 

NUMBER 

BOILER  PERFORMANCE  II 

1 ENBIIE  PERFORMANCE 

Dry  Fatl 
Rred 
per  Hoar, 
Poandi 

Dry  Fael 
per  Hour, 
Pounds  per 
Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  212®  F.,  POUNDS 

Boiler 

Horse 

Power 

(34»U.ofE.) 

Efficiency 
of  Boiler, 
Based 

Fuel 

SMOKE. 

HUMBER 

Prassuie 

In 

Branch  Pipe, 
Pounds 
per  Sq.  la. 

Superheat 

In 

Branch 

PIpn, 

Degrees  F. 

Per 

Hour 

Pur  Hour 

Heating  Sur. 

Per 

Pound 

of 

Dry  Fuel 

338 

339 

340 

344 

346 

347 

349 

360 

220 

230 

952 

900.2 

900.10 

900.11 

900.12 

900.13 

900.14 

900.15 

900.16 

900.17 

sTfea 

3S<ST 

3“3os 
33T-f 
3eo  1 
3'2S& 

2oSo 

‘403-1 

aa.-i-z 

feT  ZO 

az.scs 

znsaa 

z&aza 

2<iZ13 

Z&034 

ZTC.83 

2&.ir)3o 

2&SA& 

2Taa4 

2oooa 

ze3c>2 

33-T^‘4 

32232 

3v3a‘<4 

31\^4 

33045 

31  5-ie 

311  20 
33o\\ 
23B3e 

lA.Sti. 

13. ao 

13  S3 

/-4-oc. 

1-4.92 

14. 2C, 

1-4.32 

1-4.ao 

10.TC, 

\-4.2o 

8.9^ 

a. 34 

a.ao 

a.  28 

a.4<3 

9.3<i 
s.a  » 

VO  0 5 

VV.4<6 

n.-ja 

9Ta.-i 

934.  3 
9oa.-| 

90Z.-I 

asn.  a 

avs.  3 

a\a.4 

aso  a 

&ai.o 

S\\.  s 

sa.zz 

Se>.o3 

sa.ia 

€»2.41 

5-1.  5T 
40. 38 

e,3.a3 

G4.a3 
73  83 

48. 8S 

Z.3  j 

2.  3 

Z.  3 

1.-I 

1.4 

1-  1 

1.0 

•a 

.1 

\.  1 1 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 
to 

Engines, 
Pounds 
per  Hour 

Indicated 

Horse 

Power 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

t-t1««6TH 

OF" 

AkReH 

Drawbar 

Pull, 

Pounds 

Dynamometer 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamom. 

Horse 

PowerHour, 

Pounds 

Dry  Steam 
per 

Dynamom. 

Horse 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Locomotive, 
Per  Cent. 

Thermtl 

Efficiency 

of 

Locomotive, 
per  Cent., 
(Based  onFuel) 

KlfMO 

or 

COKU 

214 

379 

380 

381 

265 

383 

364 

386 

398 

399 

952 

8-14  8 

888.8 

4.24 

3 0.74 

4.  04 

PEHN  Gas 

900  ,»2 

8847 

888.  5 

4.30 

Z8.55 

4 12 

. .. 

900,10 

2-9' 

8378 

841.  S 

414 

3o.  \z 

4.  ZS 

900.11 

4-'- 2“ 

8482 

8SZ.  8 

3.94 

So-ZZ 

450 

- 

900.12 

5-2” 

88ZZ 

885.9 

4-4  1 

30.8Z 

3.8S 

- 

900.13 

5-2" 

8433 

844.9 

3.88 

30. 18 

4 37 

- .. 

900  .14. 

5-2* 

874  Z 

878.  9 

3.44 

28.84 

4.47 

- 

900.15 

5-2* 

8804 

8^4.  1 

3.48 

30.45 

4.4  2 

900.16 

5-2' 

7783 

584. 1 

3.BS 

31. Z& 

4.79 

•• 

9oo.n 

5-2'^ 

aass 

8o3,c 

4.4-T 

28.84 

3.70 

SCALP 

1-6YSL 

Table  2. 

RESULTS  OF  TESTS  WITH  AND  WITHOUT  ARCH. 

Tests  900.2,  900.10,  900.11  and  900.17  were  made  with  run  of  mine  coal;  the  others  with  screened  coal. 
The  tests  were  from  one  to  two  and  one-half  hours  long. 


21 


s 


Q. 


N (\l  (Vi 

' ItliO 

i 


a.  h 

UJ  u 

cn  m iij 

UJ  cn 

Q.  < ^ CO 

> J 3 3 

h O Z (fl 


LENGTH  OF  TEST — MINU1  ES  AND  HOURS 


Pennsylvania  Railroad  Company  test  no._90Q.  1 1 


22 


sIl 

2 

I I 

u |l 

z 0 

. sS) 


5 JS 


1 ii 

2 a tt 


> t 


O 1 O 
0 


q: 

< 

JS  UJ  0 
“^0(5 


,!  S 

Nl<  ^ 

j ul  lO 

t (r 

uj  in  “ 
0.  < I 

> J 3 

h u z 


LENGTH  OF  TEST — MINUTES  AND  HOURS 


Pennsylvania  Railroad  company  test  no  3oq, i'Zl 


23 


I 

i 

g 

g 

p|ti 

p 

::- ' 

1!^ 

TE 

m 

g 

P 

IE: 

S 

B 

p 

- 

7^* 

Ip 

h 

0 

StgEj 

§i 

i 

g 

ii 

p 

iJtt 

iS: 

n 

§ 

B 

p 

P 

i 

3j 

3 

8 

1 

§ 

PIP 

P 

i 

ii 

g 

m 

p 

iHt 

^i! 

3 

i 

f 

•PMi 

i 

nil 

Jttr 

i±2 

ii 

ffi 

•Hit 

s 

m 

B 

s 

i 

8 

w 

88 

M 

0 

W- 

nr 

i 

m 

ms 

HT 

ii 

Bp 

g 

kIh 

m 

B 

p 

B 

tgi 

B 

IHll 

i::n 

mis 

iim 

H 

luy 

p 

-ii” 

EHt 

nl]]34 

Mi 

Jill 

iS 

ijti 

P 

p 

p 

p] 

p 

jgit 

an 

SS 

gpi 

mii 

jmHm 

CQ 

1 

r 

■h ; 

F.|t- 

mil 

iJ) 

-Pr-r 

»*-»I44-h-!- 

uh: 

it::; 

iMij 

im:  Mit 

4^1 

41^1 

|-n-|i' 

itji 

H-4H 

ixi 

j jll 

U-^ 

Ksn 

au: 

:i:i: 

99  ?3t 

zzrt 

ktxj 

;!» 

Ji: 

i ^ 

iffi 

Stj 

Elij 

itn. 

P 

Ipi 

pirtj:  ^ 

lHP 

0 

a 

5tt 

EiW 

m 

i 

iim 

g 

ii 

m 

s 

i 

M 

tg 

p 

m 

m 

Up 

;~m]'i 

tS 

« 

u 

1 

<■ 

g 

i 

HH 

p 

IP 

8 

p 

iH 

P 

P 

3 

T-K 

I 

0 

Sf 

2 

0 

0 

1- 

B 

1 

p 

a 

1 

1 

m 

i 

1 

mm 

1 

1 

1 

1 

p 

p 

1 

§ 

Eir 

1 

i 

x3t 

1 

P 

i 

ffl 

P 

< 

Up 

i 

i 

m 

urn 

m 

m 

8 

mt 

1 

THE 

pB 

9M 

n 

9 

i 

ffl 

g 

m 

Hmp 

§ 

g 

B 

g 

Pi 

p 

p] 

EE 

mil 

P 

i 

EtI 

sg 

iipli  - 

ifct 

::r: 

gtjf 

k:8uk; 

pD 

pt 

3gr 

pa 

tth 

p 

^xr.. 

TP" 

N 

s 

BMpI 

m 

zass 

P 

-MH 

i 

B 

P 

Bp 

a o 

5- 

S 

tS 

i 

1 

i 

1 

I 

I 

hihlt:^ 

Umilin 

■:::: 

1 

Hm 

Nli 

mil 

kH: 

:::s 

|!|L 

IS: 

l:n 

1 

1 

i 

p 

1 

i 

i 

1 

1 

B 

1 

Ji;:: 

1 

o 

h 

U) 

i < 

tis 

ini; 

I3sn3!» 

ml 

nil 

:sr: 

u»s 

lim 

:k:: 

m 

P 

M 

!Sb 

::::: 

n:n 

na: 

P 

ptjEE 

CM 

> »*■>. 

pSH 

k:;:s::: 

Etff 

-U-L- 

L jin 

FFffl 

^ILJ-  .'' 

UJ 

IHi 

-irt: 

3 Tft 

pj-ffi 

■:::! 

Mn; 

:::» 

kr: 

SSI 

an: 

[Mtr  tpr 

[^•4i  '■- 

h 

5 

M 

xE: 

El  ^ 

j 

H 

:k:2 

;sR* 

:»;: 

isr 

15i» 

HsiisH: 

m 

HI: 

US 

883K 

:ks 

:::: 

UUi 

ISL 

s 

B 

s 

B 

:Kn 

hS 

SIS 

iO 

1 

UJ 

> 

i 

ags 

Htt 

»« 

im 

Hiniim 

is 

SS; 

SS 

p 

p 

M 

p 

WH-W 

Bp 

e 

L— 

x?-r- 

Hj| 

•8SI■•S*8¥ 

isK 

MB 

h|mI 

^tt] 

KBS 

^ Ph-i-*  • ^ 

h 

r 

Pjs 

tt±t 

::s: 

ssinisaSs 

IZSti 

:::: 

8n: 

MB 

p3 

BS 

93 

sai; 

|IIIliT  r. 

h 

z 

o 

2 

0 

4 

is 

1 

ii 

S 

s 

mil 

IHr 

iisHiUi 

“ii:: 

iS:i 

ill; 

ml. 

B 

g 

5 

S 

@ 

M 

P 

B 

Mee 

8 

UJ 

0 

t 

iSa 

imi 

ll!^ 

ms 

m 

m 

Si 

.tm 

g 

§ 

p 

Eit 

pi 

P 

3 

P 

< 

1 

h 

u 

0 

< 

H 

Ij 

ii 

§ 

m 

M 

g 

Hk 

tav 

3:u::»h 

»m 

11 

Ii 

m 

p 

B 

8 

S 

m 

H 

5 

B 

gp 

" 

q: 

J 

X 

r 

g 

™. 

:iH::Un 

Iml 

su 

R8 

m 

g 

p 

s 

P 

PpP 

(»■ 

1 

X 

< 

Q. 

u. 

i 

s 

8 

s 

§ 

;3i. 

ilil 

im 

IJ 

mn 

Wl 

ITa" 

ii 

g 

p 

B 

3 

B 

e8II 

UJ 

0 

0 

0 

0 

fi 

I 

1 

ffE 

i 

Efl 

m 

1 

1 

j!| 

::H 

S 

E 

M 

m 

B 

m 

m 

H 

B 

j 

P 

8 

s 

1 

0 

Se 

5tt 

g 

iin 

s8s:r;38 

:IS 

:u 

in^ 

mi 

m 

Im 

om 

p 

-j-Mf 

8 

pptj 

pip 

" 

h 

in 

J 

§ 

M 

1 

M 

m 

:::: 

H:n 

|g|:|:g: 

M 

m 

i 

K 

iill 

m 

B 

p 

8 

88 

s 

UJ 

1- 

J 

§5- 

tat 

E3 

§ 

s 

iliillilli 

1 

iSu 

ml; 

g 

inr 

^8 

§ 

m 

8 

i 

8 

Bp 

1 

P 

* 

< 

0 

1/1 

IS 

w. 

tT' 

ii 

m 

1 

ml 

wm 

t 

Ii 

M 

8 

:::: 

B 

B 

M 

m 

p 

8 

0 

I 

h 

rat 

P 

s 

»» 

ssss::::: 

1 

w 

g 

P 

p 

W 

B 

pf 

p 

0. 

< 

I* 

u 

ii 

i| 

B 

1 

p 

SI:  HS: 

IHrilS: 

Jr 

s 

B 

p 

S 

fi 

K 

s 

m 

1 

M 

8 

P 

i£- 

0 

(T 

tf 

t±H 

p 

ii 

1-T-' 

pfrg 

i 

p 

E 

[P 

p 

p 

I-tr" 

P 

p3 

si 

p 

p 

Tg 

0 

J 

s 

i 

1 

M 

r ^^imj 

S 

fe 

p 

ttg 

P 

ip 

B 

m 

3 

IS 

0 

J 

Tptt 

w 

i 

s 

M 

lirt 

fi 

1 

Mm 

i 

B 

P 

S 

S 

i 

B 

P 

M 

8 

S 

g 

P 

99 

n 

J 

S 

1 

m 

2H 

I 

i 

& 

1 

1 

sT^im 

*:8k:u:8 

1 

i 

1 

1 

I 

1 

1 

1 

P 

1 

1 

( 

1 

1 

iaLBsti 

1 

H 

0 

H 

ii 

m 

M 

M 

mu 

;H:»~ 

i E 

p 

B 

M 

8 

g 

g 

B 

M 

B 

P 

p 

pp 

P 

D 

? 

S 

p 

If 

mHil 

M 

B 

g 

p 

M 

g 

B 

B 

p 

i 

B 

ginU 

IS 

£ 

la 

-:tEf 

is 

Ett 

p 

Si 

m 

M 

m 

p 

B 

p; 

P 

|i!{t|liHj 

i 

L 

ri 

r 

r 

u 

C 

sc 

fcl3X' 

] Nno 

VAA  a 

d 

33 

d 

r 

i 

C 

c 

_J 

U 

1 1 

jm 

L 

J 

r 

J 

J 

L 

p 

3_ 

_J 

P 

2 S 1 

? S_  JI 

S a 

1 

I 

i- 

< 

: ® 
[N 

< 

u 

SO  N nod  , ■ j 

nvoo  .j 

M 

n 

n 

r 

J 

I 

S 

L 

u 

1 

L 

§ S 
^ 2 

1 

'f 

|ii 

Ilf) 

K 

CP 

i|  ! 1 

Ij  ^ ^ soNnocJ  •nricj  avsMvaa 

iij 

d 

• UJ 

1 5 

1- 

0 

UJ 
. -) 

1 

, 

! 

' 

Ul 

i 

ji 

LJ 

a ! 
9 , 

j J 

BXnNI  IN 

fcISed  SNOIJ.n-|OA3fcJ 

a 

> 

1- 

, < 

c 

c ^ 

J D 

) z 

m 

D 

(J) 

i 

e>  t 

N ! 

3 

3 

0 

£ 

j 

'N  1 

•os 

idSd 

■sen 

•atjnssaad  ; 

fcl3“1  1 

OB  1 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


24 


soNnod  •-i~ind  avsMvaa 


3xnNiiN  a3d  SNOixn-iOA3a 


•Ni  os  y3d  'sai  ■3anss3dd  fci3iioa 


LENGTH  OF  TEST — MINUTES  AND  HOURS 


Pennsylvania  Railroad  Company  test  no  ^QO. 


25 


s ► § 

ill 

^it 

i 5 g 

ail 


(/) 

UJ  (/) 

Q.  < 
>-  J 

h U 


' , < If  . 

4 (\i  N f 

1 UJ  « C 

^ a 


OF  TEST — MINUTES  AND  HOURS 


26 


LENGTH  OF  TEST — MINUTES  AND  HOURS 


Pennsylvania  Railroad  Company  test  no  <=)O0.»€» 


27 


1 1 1 

III 


s 

Hi 


0 
0 
(fl  J 


M i iff 
(J 

T a. 

UJ  0 
Q.  < 2 
> J 3 

h u z 


w 

ii 

ias 

:spp 

M 

M 

ffl 

K5~ 

P 

kH&i 

M 

1 

pH 

lEjfci.- 

m 

s 

Hii 

m 

i 

s 

ffl 

1 

ffl 

S.F 

te7  -jTp-  rhj 

ffl 

ffl 

■ 

s 

ift 

fl 

is 

Si 

ii 

Ii 

I 

1 

M 

ffl 

ffl 

i 

P 

ffl 

BSi 

i 

g 

1 

izr* 

s 

* 

i 

#p 

i 

i 

si  is  i 

rtSifS  s 

SF  tst  i 

i 

ii 

1 

i 

i 

1 

Ii 

P 

i 

i 

j 

1 

i 

1 

1 

M 

pp  If 

ggfeiii 

ii 

1 

rtit 

is 

1 

ffl 

tea 

Ppffl 

¥ 

si 

1 

1 

ffl 

Si 

^prtt 

ft 

Mli 

IR 

pp 

ffl 

Hr 

ffl 

fflZ 

rHr^SK 

ffl 

ffl 

ite 

ii 

mm 

s 

Ppi 

kR 

1 

pp 

ij  r) 

ffl 

S 

i 

Mz 

p 

ppp 

p 

ffl 

w 

ffl 

ES 

‘iS 

gjjg] 

5?:irtS 

i 

liZ 

pp 

P- 

ffl 

IS 

p 

i 

» :: 

-spl 

tni 

p 

IE5 

eSIh 

SeSS^ 

p 

Pssi 

— -K 

r:;! 

pp 

s 

ffl 

ffl 

ffl 

is 

±2  fflt  kS 

i 

p 

ffl; 

hJhi 

ite 

i 

1 

isil 

iZa 

:':r. 

15 

i 

M 

Si 

S 

p 

ffl! 

I-'- Pffl 

s 

m 

P 

ii 

j® 

“Sintll 

iii 

P 

pp 

P 

ffl 

ffl 

ffl 

p 

ii 

%’■  ^ Sffi 

TP 

teii 

P 

ffl 

M 

ii 

11 

ppj 

i 

1 

ili}i 

i| 

fE. 

iii 

is 

ffl 

ffl 

ffl 

ffl 

p 

ffl 

ffl 

p± 

M 

ffl 

ii 

ii 

IP 

J+ilK 

a 

P 

SrK  KK 

1 

ffl 

is 

ffl 

ffl 

S3 

P 

nte 

teS 

ffl 

K:  i 

si 

»S! 

cZi 

♦ ipi 

kP 

vP 

EH  HW 

i\*t  pp 

P 

ffl 

ffl 

is 

ffl 

ffl 

fflSi? 

g 

H 

\ 

1 

H:pi 

M 

ppl 

p 

pp 

P 

ffl 

i.l 

ffl 

ffl 

is 

If 

ffl 

PR 

FS 

RRi 

li 

p 

Ej 

1 

gS 

H'j 

M 

r," 

~ 

EHi 

’Z 

8 

Pi 

m 

PR 

rn^ 

fi 

ps 

ii 

¥1 

!i 

m 

3 

g 

m 

m 

mi 

ESI: 

tttpi 

tr^r 

P 

P 

ri:HT  " 

* Si' 

Ii 

pp 

1 

ffl 

1 

ria 

ffl 

i 

itet:  itP  ttii 

^5^  ^ 4#= 

ffl 

iZ 

rrrn 

alu 

PPi 

p: 

s 

:f.:iS 

ii5t 

P 

p 

ffl 

3 

trte 

ffl... 

w 

l-iii- 

Sl 

sr’; 

ip 

KK 

P j 

M 

ffl 

Kk 

p 

ffl 

ffl 

i 

RPP 

ffl 

ffl 

M 

la 

Jr- 

ill 

i 

1 

Up 

P 

R 

SS: 

\i  ^ -1 

ss 

I 

i 

I 

p 

gta] 

ffl 

bsi 

8 

M 

E 

-TEr 

i 

E 

t^St+f- 

EE'Z 

■A±  TtP 

■tI 

Sr 

hS 

ffl 

ffl 

ffl 

is 

ss 

ffl:- 

!?*'.^ILuj 

^ -t  E4i 

:' 

pi 

5?  trii 

ffl 

ffl 

. 

Tr*^ 

:’i^S0 

3i3-t 

mijr:':l| 

m 

s"-j  ^ 

M 

Si 

Kg 

p 

p 

pr 

£ 

jfr: 

^ y 

i 

IS 

P 

PR 

s 

i 

s£i 

mmm. 

i T 

ffl: 

ffl 

ffl 

S ! 

.:*■ 

£ 

’g-; 

J; 

i 

■p: 

r_ 

^ ii! 

RP' 

pi 

P 

ttit 

:Ey- 

ii 

1 

trrt 

I 

1 

i 

1 

S3 

ffl 

ill 

IS 

H 

11 -E 

-J 

IT 

3*r" 

Z|. 

ri' 

i"' 

iJP 

ii 

P 

p 

iffl 

Kg 

mm 

m 

ffl 

8 

T 

1 

” 

ii 

m 

ii 

S 

1 

I 

1 

s 

iijK 

HSISi 

3 

Ll 

R 

ffl 

P 

ffl 

3^- 

El 

W- 

HI 

pfls 

yp 

is 

pp 

rtt 

Hi 

g: 

lEr 

ffl  Srff!^ 

K~ 

ffl 

# 

/T 

EF 

^■=li‘r. 

EE 

■'l. 

RPi 

rS 

1 

ps 

tea 

i 

1' 

w 

~ 

ffl 

r* 

!^i  ss 

8 

ST 

ffl 

ffl! 

M 

B 

fetiH 

fL  t:fp 

it 

vR 

p 

Ii 

Ii 

P 

FU  gy. 

ffl 

E'f 

w. 

— 

ffl 

I- 

ffl. 

h 

iFt  HE 

r^, 

HE 

-Ut 

Ji 

STI: 

’tt: 

Ii 

Ip 

P 

P 

SK^ 

Sil  Kf 

i 

ffl 

ffl 

rl.i 

Et 

nn: 

ffl 

PpM 

ffl 

h 

i 

]\ 

V |i  L 

fnr 

s 

if 

Sip 

KK 

uE 

te 

% 

' 

i 

“F 

rr-f 

PpP 

1 

R i 

P 

ffl 

sr- 

V:\[ 

r:.T, 

Z i.7  Zs 

iffl 

A 

L. 

. 1- 

iiE 

Ppf 

|p 

Eir 

MM 

P 

P 

21 

- 

iffl 

ffl 

1 

LZ 

tiE 

tIE  Efi  - j 

%w 

IHi 

pP 

P 

ffl 

rsl. 

u:: 

' --  -T 

\ 

V1 

Sf 

iP 

[-: 

-\4 

s 

1 

PPli 

Im 

i 

P 

ffl 

5:'. 

P 

ffl 

hRsUKt 

z 

rnt 

- 

Fpir 

PR 

E5 

P 

Kiss  r. 

Jss 

P 

ppis 

-! 

Hz 

r 

“e 

1^ 

SO  N 
3 J.V/W 

^yM’Ttrr-j 

nocd 

I a^^^ 

' 

i j 

h3S| 

1 $ 

: 

? 

r 

> 

L 

Ip 

_8 i 

□ 

1 

4 

ffl| 

( 

( 

r 

m 

n 

:••"*  1 

J 

g 1 

SO  N nOed 
-|  VOO 

8 

o 

<0 

% 

0 

N 

0 

0 

U) 

1 

§ s 

< 

( 

( 

> 

> 

i 

‘ ; 

0 

8 

ffl 

o 

o 

g 

SONHOd • 

Tind  avBMvao  j 

in  0 

d tl 

' 

3Xn  N 1 1^ 

1 a 3d  ' 

5NOixn-iOA3a 

0 

8 

N 

0 

£ 

*N  1 

OS  asd 

san 

■3anss3ad 

a3-iioa 

LENGTH  or  TEST — MINUTES  AND  HOURS 


Pennsylvania  Railroad  Company  test  no.S_OQ..\7 


28 


6 


- r 

s ^ 

o ( 


r- 

.0 

lO 

N 

I 

h 

4 

a. 

4 

z 

0 

0 

h 

J 

< 


ill 


I 5 i h 

SiF 

g o J 

i s 


u. 

U 0 


5is  h 0 S 

5ss  in  -I  r. 


i '9 
ai!fl 


a I- 

m o 

m •‘J 

2 5 

3 D 


01 

UJ  U) 

0.  < 

>■  J 

h O Z cn 


4jj 

iii 

M i. 

frii 

■pSF 

[P 

ffT— 

ipT" 

rn 

n 

• 4n 

i 

, 1. 

~'P- 

- 

! - 

•:*i  ■ 

ill'’-: 

■PIP 

:!  .' 

pi 

uilp: 

1 

l:U 

f 

i’- 

. - P 

iFii:.: 

.-  IP 

’bTT ' 

■• ' 1 i 

i 

S‘ 

si 

.fHfS 

ff!.- 

► 

liil 

I 

liH 

;!j.- 

■ H, 

; ■ 

■ . i - ■ 

_i  _ 

I 

i 

bit  ' 

’:Pf 

:-j. 

ii;  ■ ij^j 

: . 

tr:^ 

tHt 

J 

-rq-r- 

i_ 

ii 

,ii 

i;- 

'' 

■ 1 • 

- : i ■ 

fe 

..:i:  :_ 

b > 

'■'■i 

r;a 

- ■ 

i ■ 

• 1 

P 

\yi 

i . 

£ 

Il'P 

P 

kb 

lip 

“1 : ‘ 

■■;.]■ 

FiT 

4U1 

f'’' 

; 'J 

1 

j •. 

.__p. 

r . r 
i:i/i 

PP 

P 

m 

: r. 

-■k:- 

-.  I 

■ 1 

i 

~j“ 

tijT  lil| 

ts 

P 

'f. 

i 

1 

’ .-p  - 

' H 

In; 

iii? 

rt-'i- 

■;  I;:. 

i;:‘ 

^ Flf  ^ 

j 

— 1 — 

Pi 

ii 

J' 

tip:. 

'.lif 

a; 

t— 

-•-*[ 

P 

ai 

i 

Tti! 

HH 

r1-s 

Tl 

[s; 

..L 

a 

i: 

tiki 

a 

s 

i 

M 

Pii 

ilS 

iHi 

;P 

P 

:::.  't:' 

P 

M 

:r: 

:"1 

I 

I • 

— H- 
F-t 

P 

kb  a 

i : 

P 

..  i 

} , 

, 

Hfi 

: J 

) 

fit 

i 

s£ 

P 

p 

k 

■ '4 

r.; 

ULI 

:t4 

n: 

SI 

“n"’* 

F^ir 

1^ 

i 

jffi: 

ja 

ai 

&4 

jp 

kii 

—M 

a 

*Md 

tf 

It-i 

pi! 

S; 

P 

P 

s 

MM. 

P 

JT!t 

t:r  nt 

"ill 

Ftt 

-*1* 

i4: 

P 

i - \ 

‘t 

kit 

ii 

ii 

"i 

P 

lli 

tkr 

s’j 

tS 

1 

~k 

f— j 

^ . ja 

..;: 

r. 

J 

U-i 

ff‘ 

T**- 

•- 

® 

liii" 

i 

;si' 

Si: 

P 

a 

Ff 

iruj 

S, 

iq* 

rPi 

oHi 

gl 

M 

Pi 

ft- 

i 

Pp 

1 

i 

h 

1 

■"r 

uu 

'if' 

Jth 

b'k 

id 

m 

p 

1 

*4  , 

riij 

iiil 

P 

P 

ipi' 

4:" 

P 

$* 

Pp 

ll 

^=!ii 

-bft 

±t;l 

it4 

i 

P 

T;F; 

m 

Vt 

s 

aii 

jiH 

p 

i 

•Sit 

at- 

MM 

^ ■ 

rfl 

P 

t 

iii: 

:%;• 

a 

a 

rg 

fifi 

s 

rr^F. 

P 

& 

:lir 

St 

pla 

[r  1 

M 

ft!] 

i 

i 

Si| 

ztt: 

Ln 

Fi^tF 

i 

i^l 

m 

{p 

iSb 

Si|irk 

P] 

P 

i 

Pi 

SiStT 

■ii 

•;-*n 

P 

p 

it 

P 

P 

i2i 

M 

fll 

ka 

a 

tp^l 

:tH? 

iti- 

SB 

ptji 

ps 

1 

% 

ij-UJ 

i 

till 

i 

P 

l£’-‘ 

m 

liL 

r- 

t 

ife 

Pi 

fs 

H 

iHi 

•pi:: 

N 

■pti 

i 

PPi 

■' ' i'  - 

‘iS 

ku 

1 

i 

amj 

Hit 

4f+ 

*-H^ 

T-lH 

a— 

P 

Si 

ptt 

ip 

l * ^ 

S: 

P 

'If 

fi# 

f 

Fif 

mp 

prp 

itti 

tm 

p 

Si 

fa 

p 

•T^ 

n.  1 7 

•3^ 

rP-j- 

;£ttK 

P 

Sr 

t-l* 

P 

ift 

jn 

'Ht 

Hi;. 

jI;: 

2tii 

piF 

44 

tHl 

MM 

S|T 

r*® 

p 

lit 

-1,-T 

Ft 

rt 

* >• 

P 

i-ajiij. 

a 

p-pf 

p-jt 

-ixr 

Mp 

Hi 

irp. 

P 

p 

1ar 

5) 

|Fi 

Tp- 

la 

:Sf 

rp 

p 

is 

P 

ihn 

tPl 

■FT4i;q] 

'^  ' ' • I ' H ® 

so  N nod  ' : ' o c 

asxvM  assd  ] i gj  fi 

LJ 

lJ 

^ s 

s — » S i 

1 i 0 ^ i 

§ i i 

J-  i 

u 

L_' 

SO  N nod 
n VOD 

i 

1 

I 

1 i 

i 

g 

n 

0, 

0 

0 

0 

0 

vfr 

5000 

0 

0 

s 

0 

0 

0 

0 

3 

0 

1 ' 

I:  i 

L! L 

IT 

ii 

i 

i 

'b 

1 

SONnOd  • 

-|-ind  ; 

a VGMvaa 

]'  \\  Hi  i 

j|  li  ^ J 

i 

9 

S ' 

j-  1 

1 

1 

3j.nN 

IlN  dSd 

SNOixniOAsa 

i 

[ 

V 0 

i 0 

3 N 

t 

i 

i 

n 

P 

1 

!i 

N 1 

OS 

idScd 

•SGI  ‘sanssatid 

d3~l 

loa 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


• :■  ■ i,  ■ 


THE  H6b  CLASS  LOCOMOTIVE. 

The  Type  of  Locomotive  used  in  the  Piston  Valve  Tests. 


PENNSYLVANIA  RAILROAD  COMPANY 


Locomotive  Testing  Plant 

AT 

ALTOONA,  PENNA. 


BULLETIN  No.  7 (REVISED) 

Formeri-t  BriiLETiN  No.  20 


PISTON  VALVES 


Copyright,  1912,  by  Pennsylvania  Railroad  Company 


1912 


LOCOMOTIVE  TESTING  PLANT. 


PISTON  VALVES. 


(Conclusions  and  recommendations  on  pages  6 and  7.) 

INTRODUCTION. 

1.  In  the  tests  of  piston  valves  described  in  this  Bulletin  some 
remarkable  results  were  found  in  steam  leakage  with  one  type  of 
valve.  Valves  of  the  Company’s  own  make  are  found  to  have 
very  substantial  advantages  in  price  over  valves  of  outside 
manufacturers. 

2.  Two  forms  of  piston  valves  are  in  extended  use  on  our 
locomotives,  one  the  American  Semi-plug,  as  used  on  the  Lines 
East,  and  a valve  which  will  be  designated  the  “L”  type,  much 
used  on  the  Lines  West.  Another  form  of  valve  is  the  Stayman 
Self-expanding  Valve.  This  Stayman  valve  is  not  used  on  our 
locomotives. 

3.  While  the  three  valves  differ  in  details  of  construction, 
their  overall  dimensions  were  alike  so  that  they  would  be  expected 
to  give  practically  the  same  distribution  of  steam  in  the  cylinder. 
Differences  in  service  were  to  be  looked  for  in  the  amount  ol  steam 
leakage  under  various  conditions  of  running. 

4.  Satisfactory  service  has  been  obtained  with  both  the  Amer- 
ican and  “L”  type  form  of  valve,  and  these  trials  were  undertaken, 
not  because  of  defects  found  in  the  valves,  but  in  view  of  the  lower 
first  cost  and  lower  repair  costs  of  the  ‘.‘L”  type  valves,  to  deter- 
mine their  performance  under  identical  conditions,  where  the  steam 
and  coal  used  could  be  accurately  measured. 

5.  The  amount  of  wear  and  the  expense  of  maintenance  of  the 
valves  could  not  be  determined  on  the  Testing  Plant.  These 
items  could  be  determined  only  by  wearing  out  the  valves  in 


service. 


3 


Description  of  Valves. 

The  S layman  Valve. 

. 6.  The  Stayman  Self-expanding  Piston  Valve  is  shown  in  the 

photographs,  Figs.  2 and  3.  The  valve  is  made  up  of  a section 
of  four  and  one-half  inch,  wrought  iron,  pipe  screwed  into  castings 
which  carry  the  packing  rings.  There  is  a split  cast-iron  ring  fitting 
on  the  valve  spindle  and  outside  of  this  ring  there  is  a heavy  cast- 
iron  ring  divided  into  three  segments.  The  segments  are  held 
together  by  brass  plates  and  pins.  The  ring  does  not  come  apart 
when  the  valve  is  removed  from  the  valve  cages. 

7.  The  wearing  surface  of  the  valve  ring  is  2J  inches  wide  and 
has  grooves  as  shown  on  the  drawing.  Fig.  5.  Besides  the  valve 
stem,  the  heads  of  the  valve  are  held  together  by  one  through  bolt. 
The  valve  is  12  inches  in  diameter,  32J  inches  long  over  the  pack- 
ing rings,  is  made  up  of  10  principal  parts  and  weighs  188  pounds 

8.  The  valve  was  furnished  for  test  by  the  Cockburn  Barrow 
& Machine  Company  of  New  York,  N.  Y. 

The  American  Valve. 

9.  The  American  Balance  Valve  Company’s  Semi-plug  valve, 
as  shown  in  the  two  photographs  with  the  Stayman  valve,  is  of 
the  same  design  as  the  one  tested,  but  is  larger  in  diameter.  In 
the  tests,  however,  the  valve  used  was  a 12  inch  one.  The  rings 
of  this  valve  are  shown  on  the  drawing.  Fig.  4. 

10.  The  American  valve  is  made  up  of  17  principal  parts  and 
weighs  161  pounds,  the  heads  being  held  together  by  two  bolts, 
in  addition  to  the  valve  stem.  The  rubbing  face  of  the  valve  is 
formed  by  two  narrow  expanding  or  snap  rings  connected  by  a thin, 
wide  ring  having  a number  of  “V”  shaped  grooves.  Under  this 
wide  connecting  ring  there  are  wedge-shaped  rings  as  shown  in 
Fig.  4,  and  from  the  chamber  under  the  wedge  rings  there  are  18 
small  ports  leading  to  the  live  steam  side  of  the  valve. 

11.  This  is  the  standard  valve  for  the  “H6b”  class  of  loco- 
motive, and  is  made  by  the  American  Balance  Valve  Company  of 
Jersey  Shore,  Pa. 

The  “L”  Type  Valve. 

12.  The  “L”  type  valve  is  shown  on  the  photographs.  Figs. 
2 and  3 and  on  the  drawing.  Fig.  6.  It  is  made  up  of  a section  of 


4 


8 inch,  outside  diameter  pipe,  riveted  to  steel  castings  at  the  ends. 
The  heads  also  of  the  “L”  type  valves  were  of  steel  in  the  valves 
tested.  There  are  two  “ L”  shaped  cast-iron  packing  or  snap  rings 
with  a cast-iron  separating  ring  between  them.  The  separating 
ring  is  not  divided  or  split. 

13.  The  packing  rings  are  divided  and  are  held  from  turning 
by  pins  on  the  lower  side  of  the  valve  spindle.  The  heads  are  held 
in  position  by  the  nut  on  the  valve  stem,  there  being  no  through 
bolts  as  in  the  other  two  valves.  The  valve  is  12  inches  in  diam- 
eter, 32i  inches  long  over  the  packing  rings,  is  made  up  of  10  prin- 
cipal parts  and  weighs  137 J pounds.  The  valves  were  furnished 
by  the  Pennsylvania  Lines,  Fort  Wayne  Shops. 

Method  of  Conducting  the  Tests. 

14.  Two  different  “II6b”  locomotives  had  to  be  used  for 
these  tests;  first.  No.  2860  for  the  American  and  Stayman  valves, 
commencing  August  9,  1910,  and  No.  884  for  the  “L”  type  and 
American  valves,  commencing  September  14,  1911,  giying  a direct 
comparison  of  the  American  with  the  other  two  types.  The 
general  arrangement  of  the  “H6b”  class  locomotive  is  shown  in 
Fig.  1,  and  the  cylinder  and  valve  in  Fig.  7. 

American  Valve, 

15.  The  American  valve,  as  it  was  found  on  the  locomotive 
where  it  had  been  in  use  for  over  two  years,  having  made  about 
620  runs  of  from  one-half  to  three  hours  duration  each,  was  the 
first  to  be  tested.  The  valves,  and  the  cages  which  had  been  in 
service  as  long  as  the  valves,  were  then  removed,  new  cages  put  in 
and  the  Stayman  valve  (new)  placed  in  the  new  cages  and  a series 
of  tests  made.  Following  this,  American  valves  were  again 
applied  (new)  and  tested  likewise  without  changing  the  cages. 

“L”  Type  Valve. 

16.  New  “L”  type  valves  were  used  and  new  cages  were  put 
in  the  steam  chests.  Immediately  on  starting  with  the  “L”  type 
valves  one  of  them  was  broken.  It  was  found  on  removing  it  from 
the  cage  that  the  openings  in  the  valve  rings  were  passing  over 

,7  open  ports  in  the  cages.  Both  valves  were  then  replaced  on  the 

valve  stems  so  that  the  openings  in  the  rings  would  travel  over  one 


5 


of  the  bridges  on  the  lower  side  of  the  valve  cage  and  no  further 
difficulty  was  experienced  with  the  valves  after  this  change, 

17.  With  the  American  Semi-plug  valve  no  special  setting  of 
the  valve  on  the  stem  is  necessary,  as  the  opening  in  the  rings  will 
not  catch  on  the  port  in  any  position. 

18.  After  eight  tests  had  been  made  with  the  “L”  type  of 
valves  they  were  removed  and  the  tests  duplicated  with  the  Amer- 
can  valves  in  the  same  cages.  These  were  repaired  valves  with 
new  packing  rings,  making  them  practically  new  valves. 

19.  While  data  had  been  obtained  for  the  American  valve  in 
the  first  series  of  tests,  on  the  other  locomotive,  it  was  tried  again 
to  make  a more  accurate  comparison  with  the  “L”  type  valve. 

20.  Each  set  of  new  valves  was  used  in  preliminary  tests 
during  about  one  week  so  that  they  would  be  in  good  running  con- 
dition and  well  lubricated  before  the  actual  tests  were  made. 

21.  The  American  valve  is  a very  satisfactory  one  from  a 
mechanical  standpoint,  while  the  workmanship  on  the  “L”  type 
valves  was  not  as  good  from  their  general  appearance,  and  it  is 
possible  that  the  two  types  of  valves,  both  carefully  made,  would 
show  the  same  results.  The  valves  for  tests  were  not  selected 
with  any  particular  care  as  it  w^as  desired  to  obtain  valves  as  ordi- 
narily used. 


Results  of  Tests. 

22.  The  Stay  man  valves  show  remarkably  poor  results  in 
steam  and  coal  consumption.  In  these  tests  they  used  from  25  to 
200  per  cent,  more  steam,  and  from  44  to  81  per  cent,  more  coal 
than  the  American  valves. 

23.  The  speeds  ranged  from  6J  to  26^  miles  per  hour,  and  the 
cut-offs  from  20  to  40  per  cent.  The  results  of  the  tests  are  shown 
on  the  diagrams,  Figs.  8 to  11,  and  on  tables  1 to  5. 

24.  There  was  a slightly  lower  coal  and  steam  consumption 
with  the  American  than  with  the  “L”  type  valve.  The  diagrams, 
Figs.  8 to  11,  show  curves  for  the  three  valves  on  both  locomotives. 
In  Fig.  11,  the  “E”  type  valve  compared  with  the  American  valve 
shows  practically  the  same  results. 

25.  At  the  speed  of  6.6  miles  per  hour  (40  revolutions  per 
minute)  and  at  a cut-off  of  about  20  per  cent,  with  the  American 
valves,  the  drawbar  pull  was  13,283  pounds,  as  against  a pull  of 


6 


9,114  pounds  with  the  Stayman  valves,  under  the  same  conditions 
as  nearly  as  could  be  maintained,  or  a loss  by  the  Stayman  valves 
of  4,159  pounds,  equivalent  to  31  per  cent,  of  the  drawbar  pull. 
At  26}  miles  per  hour,  the  highest  speed  of  the  tests,  a similar  com- 
parison of  the  pulls  shows  a loss  of  3,500  pounds  or  29  per  cent, 
with  the  Stayman  valves. 

26.  The  fact  that  the  valves  were  leaking  to  such  an  extent 
was  not  evident  from  the  sound  of  the  exhaust  while  the  locomotive 
was  in  motion.  With  the  locomotive  standing  the  reverse  lever 
was  placed  in  the  centre  notch  and  with  the  driving  wheels  on  each 
quarter  stroke  position  the  throttle  valve  was  opened.  Under 
these  conditions  there  was  a heavy  blow  or  valve  leak. 

Cost  of  Valvks. 

27.  The  first  cost  of  these  valves  to  equip  one  locomotive  is  as 
follows : 

American  Semi-plug  Piston  Valves,  complete  (2  valves)  $77  00 

“L”  Type  Piston  Valves,  complete  (2  valves) 71  46 

Stayman  Self-expanding  Piston  Valves,  complete  (2  valves)  360  00 

28.  The  cost  of  renewals  of  parts  most  subject  to  wear,  or  the 
rings  which  are  in  contact  with  the  valve  cages,  is  as  follows: 


American  Valve  (8  snap  rings  and  4 wide  rings) $15  96 

“L”  Type  Valve  (8  snap  rings) , 3 04 

Difference $12  92 

Stayman  Valve  (4  segment  rings) $180  00 


29.  The  quotations  on  the  Stayman  valves  are  for  single 
valves,  while  those  on  the  other  two  are  for  considerable  quanti- 
ties. The  higher  price  at  which  the  Stayman  valve  was  offered, 
especially  in  view  of  the  poor  results  obtained,  made  further 
inquiry  as  to  costs  not  worth  while. 

Conclusions. 

30.  The  Stayman  piston  valves,  when  in  good  working  order, 
leak  so  badly  as  to  seriously  limit  the  hauling  power  of  the  locom- 
motive.  They  used  from  25  to  200  per  cent,  more  steam  and  from 
44  to  81  per  cent,  more  coal  per  unit  of  power  than  the  standard 
valves  for  the  “H6b”  locomotive. 


7 


31.  The  excessive  leakage  of  this  valve  is  probably  due  to  the 
rigid  construction  of  the  expanding  or  packing  ring.  This  heavy 
ring  cannot  adjust  itself  to  unevenness  of  the  valve  cage.  This 
valve  is  not  well  adapted  to  valve  cages  which  are  slightly  out  of 
alignment  at  the  opposite  ends  of  the  steam  chest  on  account  of 
its  packing  rings  being  held  parallel  at  all  times. 

32.  The  very  little  difference  shown  between  the  “L”  type 
and  American  valves  in  steam  and  coal  consumption  per  unit  of 
power  in  favor  of  the  American  valve,  is  too  small  to  be  given 
serious  consideration  (Paragraph  24). 

33.  There  is,  on  the  other  hand,  a slight  advantage  in  the 
cost  and  weight  of  the  complete  “ L ” type  over  the  American  valve, 
and  a very  large  saving  possible  in  the  cost  of  the  renewal  parts  on 
account  of  the  simplicity  of  the  parts  of  the  “L”  type  valves 
(Paragraphs  27,  28  for  cost,  10  and  13  for  weight). 

34.  The  “L”  type  of  valve  may  be  manufactured  without 
any  liability  for  patent  infringement  about  which  there  might  be 
some  question,  in  the  cases  of  both  the  American  and  Stayman 
valves. 

Recommendations. 

35.  The  Stayman  valve  is  very  wasteful  in  the  consumption 
of  steam  and  coal  and  should  not  be  used  in  any  service  (Paragraphs 
22  and  25). 

36.  There  is  pending  a complete  series  of  trials  to  show  the 
leakage  of  piston  valves  of  sizes  ranging  from  12  to  18  inches  in 
diameter  with  various  designs  of  rings.  These  are  to  be  made  on  a 
specially  constructed  machine.  We  believe,  therefore,  in  view 
of  the  equal  performance  and  of  the  advantage  in  maintenance 
cost  of  the  “T”  ring  type  (Paragraphs  32  and  33)  that  it  should 
be  used  for  new  work  and  for  renewal  of  American  valves  when 
the  spool  requires  replacement. 

C.  D.  YOUNG, 

Engineer  of  Tests. 

Approved : 

J.  T.  WALLIS, 

Genl.  Supt.  Motive  Power. 

Test  Department, 

Altoona,  Penna., 

April  23,  1912. 


s 


Fig.  1. 

THE  LEADING  DIMENSIONS  OF  THE  “H6b” 
LOCOMOTIVE  ARE  AS  FOLLOWS: 


Total  weight,  pounds 198,267 

Weight  on  drivers,  pounds : 176,600 

Cylinders  (simple),  inches 22x28 

Diameter  of  drivers,  inches 56 

Fire-box  heating  surface,  square  feet 166.4 

Heating  surface  in  tubes  (water  side),  square  feet 2673.68 

Total  heating  surface  (based  on  water  side  of  tubes), 

square  feet 2839.74 

Total  heating  surface  (based  on  fire  side  of  tubes),  square 

feet 2505.29 

Grate  area,  square  feet 48.66 

Boiler  pressure,  pounds 205 

Valves American,  Stayman  and  “L”  type 

Valve  motion Walschaerts 

Fire-box,  type Belpaire 

Number  of  tubes  373 

Outside  diameter  of  tubes,  inches 2 

Length  of  tubes,  inches.. 164.28 


The  maximum  tractive  effort  is  39,773  pounds,  which  is  cal- 
culated on  the  assumption  that  80  per  cent,  of  the  boiler  pressure 
(205  pounds)  is  available  as  mean  effective  pressure  at  starting. 


9 


“L”  TYPE  VALVE. 
Assembled. 


AMERICAN  VALVE. 
Assembled. 


STAYMAN  VALVE. 
Assembled. 

12  inch  valve. 


Fig.  2. 


10 


AMERICAN  VALVE.  STAYMAN  VALVE.  “L”  TYPE  VALVE. 

Partly  Dismantled.  Partly  Dismantled.  Partly  Dismantled. 

This  is  a 14  inch  valve  of  the  12  inch  valve, 

same  general  design  of  the  12 
inch  valve  tested. 


Fig.  3. 


11 


LOCOMOTIVE 
TYPE  -a-B-o 

CLASS 

NUMBER 


Pennsylvania  Railroad  Company 


TEST  DEPARTMENT 

LOCOMOTIVE  Testing  Plant 


SUBJECT 


ALTOONA  PA 


Aivic.RtCA.ts  scLVM - p»cv-» Or  >^A.v.>ye: 


>/AUV«:  CACHE.. 


THE  AMERICAN  SEMI-PLUG  PISTON  VALVE,  SECTION  THROUGH  THE  PACKING  RINGS. 
There  are  two  packing  rings  with  a wide  ring  between.  Under  the  wide  ring  are  three  wedge  rings. 
The  lower  drawing  shows  the  cast-iron  cage  that  is  pressed  into  each  end  of  the  steam  chest. 

Fig.  4. 


12 


LOCOMOTIVE  Pennsylvania  Railroad  Company 

TEST  DEPARTMENT 

LOCOMOTIVE  Testing  Plant 

SUBJECT  altoona  pa  \0-\a-\Si0 


TYPt  © 

CLAS« 

NUMBER 


Sfe.NJF* 


Fo»4L.owe« 


SPWiMGr 


THESTAYMAN  SELF-EXPANDING  PISTON  VALVE,  SECTION  THROUGH  PACKING  RINGS. 
The  packing  ring  is  1 J inches  thick  and  2i  inches  wide.  The  thin  ring  under  it  is  the  steel  expansion 

or  spring  ring. 

Fig.  5. 


13 


THE  “L"  TYPE  VALVE,  SECTION  THROUGH  RINGS. 
The  two  packing  rings  are  “L”  shape  in  section. 

Fig.  6. 


14 


SECTION  THROUGH  CYLINDER  AND  PISTON  VALVE,  H6b  CLASS  LOCOMOTIVE. 

The  valve  has  inside  admission.  The  steam  lap  is  \ inch  negative.  The  exhaust  lap  is  i inch 
negative.  Above  the  valve  there  is  a flat  by-pass  or  drifting  valve. 

Fig.  7. 


COORDINATE  PAPER.  J B Webb 


15 


INDICATED  HORSEPOWER  AND  STEAM  PER  HORSEPOWER  FOR  THE  THREE  VALVES. 
The  Stayman  valve  shows  excessive  leakage  of  steam.  The  “L”  type  shows  a higher  water  rate 

than  the  American  valve. 

Fig.  8. 


CO-OltDlNATE  PAPER.  J.  a WEBB.  Hoboken,  N.  J. 


16 


INDICATED  HORSEPOWER  AND  COAL  PER  HORSEPOWER. 

The  Stayman  valve  uses  very  much  more  coal  than  the  others  per  unit  of  po//er.  The  "L”  type  and 
American  show  results  practically  equal. 

Fig,  9. 


COORDINATE  PAPER.  J B.  WEBB.  Hoboken,  N.  J.  IBCBimB,  9 


a)  ORtMKATE  PAPER.  J B.  Webb  Hoboken, 


17 


DYNAMOMETER  OR  DRAWBAR  HORSEPOWER  AND  STEAM, 
The  valves  show  the  same  characteristics  as  in  Fig.  7. 

Fig.  10. 


CO-URUINATE  PAPER.  J.  a WEBB.  Hoboken.  N.  J. 


)INATE  PAPCR.  J a WtM  Hot-oken, 


18 


I 

I 


DYNAMOMETER  HORSEPOWER  AND  COAL. 

This  diagram  shows  the  net  power  per  pound  of  coal.  The  Stayman  valve  uses  from  6 to  12.5  pounds 
per  unit  of  power,  while  the  “L”  type  and  American  use  from  3.5  to  6 pounds 
and  no  difference  can  be  found  between  them. 

Fig.  11. 


COORDINATE  PAPER.  J.  a WiW,  Woboken.  N.  J. 


19 


M.  r.  894 .1  na  dLi~~~ 

LOCOMOTJVB: 

TYPE  "E^QerCt 
CLASS 
NUMBER 


TEST 

NUMBER 

TEST 

DESIGNATION 

V 

T-t, 

Heura 

■Ilea 

pee 

Hour 

TaieWo 

Opening, 

Fuller 

Partial 

Actual 

Cirt^eir 

Per  Cent. 

H.  P. 
CyHnden 

COHOrraaMl 

o^- 

Y4VVAS 

Aho  I 

CA«K«  1 

1 Preaiure 
la  Bollw, 
Ut.p« 

Sq.  Inch 

Draft 

la 

Smohe  Bna. 

Inch* 
of  Water 

Draft 

la 

Alh  Pan, 
Inchoa 
of  Water 

Calorilic 
Value 
of  Dry 

FmI. 

B.T.U.  perU. 

cinders 
Codectedin 
Smoke  Box, 
Poueds 
per  Hour 

1.  P.  a.  Ccfatf  Thattl. 

1M 

199 

203 

m tl  271 

1 

1 217 

222 

225 

248 

1 238 

IZOO.S24 

AO-eO-  F 

3 

es.84 

Fwi.l_ 

18.8 

OUO  1 

ItOZa.S 

\.\ 

o 

I4«ae» 

s 

IZOO.SZf 

60-Z0-F 

3 

^.97 

\Q.\ 

20b.9 

\A 

o 

34 

IZOO.bZfi 

so-40-r 

1 

13  .Z9> 

39.9 

2oz>.4 

A2. 

.1 

53 

tzoe.sz'; 

100*40-F 

t 

Ib.lol 

40  .e 

Z04.9 

£.1 

,1 

3G 

IZOO.&Zf 

\zo-4o*r 

t 

19  .94 

43.1 

204.4 

G.Z. 

.1 

•• 

157 

izoe.Bzi 

140-30-F 

2 

23. Z& 

34.7 

204.S 

5P 

.1 

- 

7& 

•ZOO.&K 

ICaO'30'r 

1 

2«>.S8 

3Z.8 

204.  9 

S4 

J 

149 

Pennsylvania  Railroad  Company 

PlHlad«lphia,  Balttmor*  A Wutiin<ton  Raikecd  Oompawr 
North»rn‘C«ntral  Railway  Oompany 
Waal  Jeraay  A Seal  ra  Railroad  Oompatv 
TEST  DEF'ARXIVI  E MT 


FUEL:OAMlf&QJK 

dw.  ,G>/^aLwa .... 


Average  Results  of  Locomotive  Tests 
SUBJECT : VauVbls,  Amkjricax  ScMi- Pusaifir  Altoona,  Pa., io-ta-i9VO  . 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


BOILER  PERFORMANCE 


EIGIRE  PERFORMAICE 


TEST 

NUMBER 

Dry  Fuel 
Reed 
per  Hour, 
Pounds 

Dry  Fuel 
per  Hour, 
Pounds  per 
Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Poueds 
per  Hour 

EQUIVALENT  EVAF>ORATION 

FROM  AND  AT  212°  F..  POUNDS 

Bollor 

Hmo. 

Power 

(34*  U.  off. 

Efficiency 
of  Boiler, 

B—.a 

Fuel 

Prossere 

le 

Branch  Pipe, 
Pounds 
per  Sq.  la. 

Supeitseat 

In 

Branch 

Pipe, 

Degrees  F. 

Per 

Hour 

Per  Hour 

^VfT./‘- 

Heating  Sur. 

Per 

Pound 

of 

Dry  Fuel 

338' 

339 

340 

344 

346 

347 

349 

360 

220 

230 

i«oe.s»( 

ll€»'S> 

Zb. 90 

9A40 

U40S 

A. 55 

9.91 

330 .G 

IZOO.SZ5 

1483 

29.84 

11900 

14079 

5.0Z 

9.70 

409.  1 

BB.OA 

tZ00.6Ui 

3BOB 

TZ.Ob 

24409 

29340 

\l  .71 

8.37 

850.4 

5G  90 

1200  .sn 

40 8A 

93.97 

2839  \ 

33  8Z5 

13.50 

8.29 

980.4 

54.17 

izoo.set 

5004 

I0Z.84 

32394 

38B89 

15.40 

7.71 

lUB.S 

52.49 

1200  .BCg 

4»48 

&S.25 

288  53 

34302 

13.72 

&.Z9 

99G.0 

SB  .37 

noo.szc 

49^4 

IOZ.02 

29-7  TO 

354TT 

14.10 

7.»b 

1028.3 

48.<&e 

ENGINE  PERFORMANCE 


LOCOMOTIVE.  PERFORMANCE 


TEST 

NUMBER 


Englim, 

Paandc 


Indicated 

Korae 


Ofj  fuel 
per 

Indicated 

Horae 

Power  Hour, 
Pounds 


Dry  Steam 
per 

Indicated 

Horae 

Power  Hour, 


Drawbar 

Horse 

Power 


Dry  Fuel 
per 

Bynamom. 

Horae 

PowerHoor, 

Pounds 


Dry  Steam 


Horse 

Power  Hour, 
Pounds 


Machine 

Efficiency 

of 


Thermal 

Efficiency 

of 

locomoflvo, 
per  Cent., 
Baaed  onFuel) 


214 


379 


380 


381 


265 


383 


384 


386 


398 


I^OO.SM 

reoo.52« 

tZOO.SZfi 

izoo.sn 

IZOO.SZf 

izoo.sts 

IZOO.SM 


SOIA- 

»i-7S<a. 

ZAZIB 

ZSBOdVl 


ZSS.  A' 

us-s.z. 

MTO.-i 


4.0Z 

S.TO 

5.<3»l 

3.B& 

3.54- 

3.99 


31  alB 
Z7.7S 
ZS.Sfia 
Z4.75 
Z4.79 
Z4-.3Q> 
Z3.&A- 


I3Z72) 

I30ZG 

ZA3BS 

zz««e 

Zl  303 

tsz&s 


Z35.Z 

3-Vfe.2 

©®3.2 

lOOA.l 

I13Z.S 

JOZZ.<o 

tOSZ.3 


4.94 
4.19 
4. OS 
4 .07 
^.AZ 
4.09 
4.59 


3&.3Z 

33.99 

ZS.OS 

Z7.93 

ZS.ZO 

Z7.67 

Z7.«7 


51. 3 
91.7 
S\  .1 
SS.<& 
87.9 

87.4 
87.0 


3. e> 

4.3 

4.4 
4.4 

4.  I 
4.4 
3.9 


RESULTS  OF  TESTS  WITH  AMERICAN  VALVES.  OLD  VALVES  AND  CAGES. 

Table  1. 


20 


M.  P.  8®4  A— Sfath  Sheet  7 « mot 

Pennsylvania  Railroad  Company 

1 rtr>rturtTIUC  Pkiladelphia,  Baltimore  A Wwhinaton  Railronl-C«<ii|Miir 

LUOUWIU  1 IVt:  Northern  Central  Railway  Comoany  , 

TYPE  ^ C*>  Wait  Jertey  A Seaihore  Railroad  Oomeany  FU  E L : .O  

CLASS  He® 

NUMBER  2:.e»e»o  Average  Results  of  Locomotive  Tests 

SUBJECT:  RlSTOrS  ALTOONA,  PA.,10-\a-V9VO 

TEST 

NUMBER 

RUNNING  CONDITIONS 

1 BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Dnratioa 

of 

Test, 

Hoars 

■llet 

par 

Hear 

Throttle 
Opening, 
Full  or 
Partial 

Actual 

Cut-off 

Per  Cent., 
H.P. 
Cylinders 

COHOIVtaOr 
o IS- 

>/ALue.& 

Amo 

1 Pressure 

In  Boiler. 
Lbs.  per 

1 Sq.  Inch 

Draft 

le 

Scnohe  Box, 
IrKhea 
of  Water 

Draft 

ie 

Ash  Pan, 
lochet 
of  Water 

Calorllk 
Value 
of  Dry 

Fuel, 

B.T.U.per  Lb. 

Claders 
Collected  le 
Smoke  Box, 
Poaede 
per  Hoar 

1.  P.  M.  Cal-efI  THrethe  | 196 

199 

203 

26810  271 

1 217 

222 

225 

248 

1 238 

\ZOO.UC) 

ItOO.BBT 

I100.5S4 

IZOO.BSS 

izoo.sse 

i«.oo.8ae 

4.0- 20 -F 
&0-20-F 
ftO-40-F 

tOO->40-F 

140-30- F 
l€jOrSO-  F 

3 

3 

2. 

2. 

1.25 

\ 

9 .33 
13.24 

23.10 

26.47 

Fucu 

1&.7 

\9.l 

37.5 

39.0 

30.0 
^6.4 

HOkW 

204-8 
t03.6 
20'2..6 
20)  .6 

70  2.5 

202.  1 

2.2 

2.4 

5.4 

6.4 

5.9 

3.9 

O 

O 

.1 

.1 

.1 

.1 

13547 

26 

27 

112 

193 

277 

418 

TEST 

NUMBER 

BOILER  PERFORMANCE  1 

ENGIIIE  PERFORMMCE 

Dry  Faal 
find 

per  Howl 
Poeadt 

Dry  Fiel 
per  Hoar, 
Pounds  per 
Sq  Ft.  of 
Grata 

to  BoHea, 
Pou«d< 
par  Boar 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  21  F..  POUNDS 

BoHer 

Horse 

Power 

OAiU.ofE.) 

Efficiency 
of  Boiler, 

Based 

Fuel 

Pr«5it»F» 

Brwidi  Ptpei 
Potmds 
p«r  Sq.  In. 

Superhoet 

In 

Branch 

Pipffi 

Degrees  F, 

Per 

Hoar 

Per  Hoar 
per  Sq.  Ft. 

of  Fire 
Beating  Sur. 

Per 

Pcimd 

of 

Dry  Fael 

338 

339 

340 

344 

346 

347 

349 

350 

220 

230 

tZ00.66«> 

tZOO.SS7 

1200.554 

1200.555 

1200. ssa 

1200.559 

200-Z. 

S»&G> 

5Te.i 

41.14- 

45.45 

90.10 

IO€>.5& 

I0T.«7 

1 IS.&I 

iSTe® 

1-7  4-35 

3I95<S» 

3oase 

31  504 

18777 

Z0704 

34417 

381116 

34105 

3T982. 

7.SO 

8.24 

13.82 

10.21 

14.44 

tS,14 

8.38 

9.34 

7.80 

7.35 

6.81 
6.57 

54-4.3 

600.1 

1005.4 

tl04eS 

1048.9 

1100.9 

<»6.87 

6€..7S 

56.32 

52hi40 

48.26 

46.84 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dfy  Steam 
to 

Enginety 
Pounds 
per  Hour 

indliratsd 

Hocee 

Power 

Dry  Fuel 
prw 

btdlcaM 

Hotee 

Power  Hoar, 
Pooads 

Dry  Steaip 
P«- 

ledkatad 

Horse 

Power  Htwr, 
Poaede 

Qiawbar 

PriH, 

baedi 

DyMmonwtor 

Drawbar 

Horae 

Power 

Dry  Fvet 
(Mr 

Dynamom. 

Horse 

PowerHour, 

Pounds 

Dry  Steam 
per 

Oynamotn. 

Horse 

Power  Heer, 
Pounds 

Machine 

Efficiency 

of 

iKomotive, 
Per  Cent. 

Thermal 

Efficiency 

of 

Locomotive, 
per  Cent., 
(BMedonFsel) 

214 

379 

380 

381 

266 

383 

384 

385 

398 

399 

1200.556 

14566 

243.4 

8.23 

S9.84 

9114- 

160.8 

12/4B 

80.58 

6«.( 

1.51 

1200.557 

16684 

351.4 

6.30 

47.51 

9863 

261.  1 

8.47 

63.94 

74.3 

2.28 

ltOO.554 

28478 

862.6 

5.04 

33.01 

20084 

708.9 

6.18 

40.17 

81.2 

3.04 

1200.556 

31  1S2 

885.8 

S.2I 

31  .2^ 

18852 

831 .8 

6.23 

37  .45 

83.5 

3.02 

itoasse 

28668 

871 . 1 

5.39 

30.65 

12670 

T82.6 

6.68 

37.91 

80.6 

2.81 

1200.5591 

312-58 

1036.5 

5. SB 

30.14 

\1758 

SlaO.O 

6.97 

37.64 

eo.i 

2.70 

RESULTS  OF  TESTS  WITH  STAYMAN  VALVES,  NEW  VALVES  AND  CAGES. 

Table  2. 


21 


LOCOMOTIVE: 

TYPE  '2.-e»-o 
CLASS 

NUMBER  ■2.e>€>0 


Pennsylvania  Railroad  Company 

(phi*.  Ballimor*  A Waahinoton  Railroad  Oompanr 
Northorn  Contral  Railway  Company 
Meat  Jertoy  A Soathora  Railroad  Company 
TeST  DEF^ARTIVIEMT 


FUEL:  v)aM<5»C>H 
C OAsV- 


Average  Results  of  Locomotive  Tests 
SUBJECT:  P^STOM  VAUn/c:^  AMCt^CAH  ^t5:t-\»-PV.VaKq-  ALTOONA,  Pa.,VO-\B-1«IO 


TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

of 

Test, 

Hours 

Miles 

per 

Hour 

Tnrottle 
Opening, 
Full  or 
Pertlal 

Actual 

Cut-off 

Per  Cent., 
H.P. 
Cylinders 

COWOtTidlH 

ow 

Vpkwvm.^ 

Amo 

CAoes 

Pressure 

In  Boiler, 

Lbs.  per 

Sq.  Inch 

Draft 

in 

Smoke  Box, 
Inches 
of  Water 

Dran 

la 

Ash  Pan, 
InchM 
of  Wultr 

CalortAc 
Value 
of  Dry 

Fuel, 

B.T.U.per  Lb. 

Cinder* 
Cofleded  in 
Smoke  Boa, 
Pounds 
per  Hoar 

1.  P M Cul-ofI  Throllli  1 

196 

199  1 

203 

}68  tl  271 

II  1 

222 

1 226  1 

248 

1 236 

1100-571 

40-20-F. 

3 

6 .62 

ITouu. 

22. S 

New 

205.1 

1 .3 

0 

I37€.<S> 

4-2. 

1200.572 

€>0-20- F 

3 

3 .93 

21.1 

204.9 

1 .4 

0 

23 

1100.872 

©0-40-  r 

2 

13  .24 

40.9 

204.8 

4.4 

.1 

59 

noo . S74 

I00-4O-F 

Z 

\4.55 

42.3 

201.  2 

5.4 

.1 

181 

1200.  STS 

l20-40-r 

1.5 

19.85 

m 

41.7 

203.9 

6.2 

.1 

147 

1200. 57« 

I40-30-F 

2. 

23.  It. 

n 

35.5 

201.5 

5.4 

0 

172 

I100.8TT 

I6O-30-F 

1 

26.47 

32.1 

205.0 

S.7 

.1 

193 

RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


BOILER  PERFORMANCE 


TEST 

NUMBER 


Dry  Fuel 
per  Hour, 
Pounds  per 
Sq.  Ft.  of 
Grate 


Water 
Delivered 
to  Boiler, 


EQUIVALENT  EVAPORATION 
FROM  AND  AT  2t2“  F,  POUNDS 


Per  Hour 
per  So.  Ft. 

of  File 
Heating  Sur. 


Efficiency 
of  Boiler, 
Based 


EIBIIE  PEDFOIIMAICE 


Branch  Pipe, 
Pounds 
per  Sq.  In. 


Degrees  F. 


338 


339 


340 


344 


345 


349 


350 


IIOO.STI 
1200.571. 
FltOOw57» 
1200.  STA- 

iioe.  B7S 
1200.570 
1100.577 


USB 

15^7 

S36S 
AT  91 


24.AI 
3Z.BZ 
71.  07 
S4.T6 

no.  13 
96.AiS> 
95.01 


|09G»«» 

»3Z»3» 

Z573B 

29BTB 

3ZBTB 

30hSO 

3<\SA 


\30e9 

\5«>T9 

30T79 

35  Ca^Z. 

39^BT 

3«0<i>A 

3T3AO 


5.19 

11.29 

14.23 

IS.feB 

»4.40 


\0.95 

9.82 

8.70 

7.73 

7.33 

7.S3 

6.0^ 


377.0 
464.5 
892.2 

1034.0 
U38.8 

1045.4 

1079.4 


76.82 
48.90 
41  .04 
54.23 
S' .43 

52.83 
56.55 


ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 
to 

Engines, 
Pounds 
per  Hour 

Indicated 

Horse 

Power 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Drawbar 

Pull, 

Pounds 

Dynamomoter 

Drawbar 

Horse 

Power 

Dry  l uel 
per 

Dynamom. 

Horse 

PowerHour, 

Pounds 

Dry  Ste.m 
per 

Dynamom. 

Horse 

Power  Hour, 
Pounds 

Micbino 

Efficiency 

of 

Locomotive, 
Per  Cent. 

Tbenael  . 
Efficiency 
ef 

Locomotive, 
per  Cent., 
Based  onFuell 

214 

379 

380 

381 

265 

383 

384 

385 

398 

399 

1100.871 

>0481 

329.  S 

3.6> 

31.84 

14302 

262.4 

4.7> 

4 >.56 

76.6 

3.93 

UOO.S72 

>2524 

450.1 

3.55 

17.82 

>3392 

354.5 

4.50 

35.33 

78.8 

4.l> 

1100.578 

1534-3 

>003.4 

3.51 

25.26 

24385 

860.5 

4.>> 

29.45 

85.8 

4.50 

noO.STA 

29323 

»26.5 

4.09 

26.03 

21898 

966. > 

4.77 

30.35 

88.8 

3.88 

1100.575 

32477 

>289.3 

4.16 

25.19 

20642 

>092.9 

4.90 

29.72 

84.8 

3.77 

1100.670 

2965> 

»9S.O 

4.0> 

24.81 

>6106 

994.8 

4.82 

29.81 

81.2 

J.84 

1100.S77 

30568 

>242.2 

3,72 

24.6> 

>4342 

IO>2.4 

4.57 

30.>9 

81. S 

4.0S 

RESULTS  OF  TESTS  WITH  AMERICAN  VALVES,  NEW  VALVES  AND  CAGES. 

Table  3. 


22 


LOCOMOTIVE: 

TYPE  2.-©.— Q 

CLASS H0!B. 

NUMBER  ©&4- 


Pennsylvania  Railroad  Company 

a,  BaHimora  A Waakiagloa  Railraad  Com(>aa|r 
Norihara  Cantral  Railway  Compaay 
Waai  Jaraay  & Saaakora  Railroad  Campaay 
TEST  DEPARTMENT 


FUEL  : v3ami -sots 
COAvU. 


Average  Results  of  Locomotive  Tests 
SUBJECT ; Rl  STOH  VAl-vg>©," iL  "T-f  Altoona,  PA.,vQ-»a-lSn 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

NUMBER 

TEST 

DESIGNATION 

Ditatlen 

of 

T«t, 

Hoor* 

par 

Hour 

Throtth 
Opening, 
Full  or 
Parllnl 

Actual 

Cut-off 

PerCont, 

H.  P. 
Cylindnr* 

1 Prw*um 

1 In  Bailor, 

1 Lb*,  pnr 

1 Sq.  Inch 

Draft 

In 

Sawk*  Box, 
lacho* 
ufWatnr 

Draft 

In 

A*h  Pan, 

nfWatnr 

CaloriEc 
Vtiun 
of  Dry 

Fuol. 

B.T.U.porLb. 

Cinder* 

Colloctod  In 

Smok*  bx, 

Pound* 
par  Hour 

■.r.a.c«i-MnraWe 

198 

199 

203 

268 1*  271 

217 

222 

225 

248 

238 

2201 

4O-20-F 

3 

6.< 

Fouu 

18.2 

206.4- 

1 . 1 

0 

1402^ 

5 

ZZOZ 

eO'  20- F 

3 

9.9 

.• 

18.2 

206.0 

1.4 

o 

.. 

7 

2203 

60-30-F 

2.5 

9.9 

« 

28.9 

2068 

2.2 

o 

. 

17 

220A. 

80-40-F 

2 

13.2 

• 

39.2 

205.5 

4.3 

o 

37 

2205 

100'40-F 

2 

16.5 

« 

41.1 

2048 

5.2 

0 

• 

48 

22oe 

120- 40- F 

2 

19. i 

" 

40.9 

205.8 

6.0 

o 

« 

114 

2207 

I4O-30-F 

2 

23. 

1 

•• 

30.5 

2C6.0 

4.8 

o 

« 

S7 

2206 

1&0-30HF 

2 

25.4 

R 

30.0 

20fi4 

4.9 

o 

M 

62 

BOILER  PERFORMANCE 

EieiNE  PE 

iEOiyAXCE 

TEST 

Dry  Fiial 

Or;  Fael 

Wftor 
Dellvorod 
to  Boder, 

Poood* 

IMtHow 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  2120  F..  POUNDS 

Bollnr 

Efficiency 
of  Bollnr, 
Ba*od 
on 

Fuel 

Pi***ata 

la 

Snporhoat 

la 

NUMBER 

Flrod 
ptt  Hoor, 
Poutidi 

Pound*  per 

Sq.  Ft  of 
Grato 

Pnr 

Hour 

«Tt 

He^ajlur. 

Per 

Puand 

of 

Dry  Fuel 

Hone 

Power 

(SAHU.nfE.) 

Branch  Pip*, 
Pond* 
ptrSq.  In. 

BraiKh 

Plpo 

DagreaoF. 

336 

339 

340 

>0<4 

345 

34T 

349 

360 

220 

230 

2291 

I2a4- 

25.€» 

11520 

1367 S 

5.4 

10.7 

396.5 

73.7 

2202 

!4.S)e 

29. 

.8 

12972 

153 69 

6.1 

10.3 

446.1 

71.2 

2203 

l9€><o 

39. 

\ 

17I9S 

20558 

8.2 

10.5 

595.9 

72.3 

2204- 

3387 

67.4 

25011 

3009\ 

12.0 

8.9 

872.2 

61 .4 

2205 

4-152 

62.7 

26792 

34  504 

13.7 

8 .3 

|000.» 

57.S 

22jO« 

4<5S3 

92.6 

3\62S 

37954 

15.1 

8.2 

IIOO.I 

56.4 

2207 

34-67 

69.0 

26373 

3170-5 

12.6 

9.1 

eia.9 

63.2 

2206 

3931 

7B.3 

■zrrins 

32994 

13.1 

8.4 

956.4 

58.0 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Stotm 
to 

Engino*, 
Pound* 
por  Hoar 

Indicated 

Hot** 

Power 

Dry  Fuel 
por 

Indicated 

Horan 

Power  Hour, 
Pounds 

Dry  Staan 

Indicated 

Hor*o 

Power  Hoor, 
Pound* 

1 Drawbar 
Pull, 

1 Pouadi 

DynaMomater 

or 

Drawbar 

Hone 

Power 

DryFaol 

por 

Oynamom. 

Horse 

Power  Hour, 
Pound* 

Dry  Stain 

P* 

Oynamofn, 

Hen* 

Pow*r  Hour, 
Pound. 

Hncbito 

Efflctacy 

of 

loconKdlTO, 
Por  C«nt 

TiMnul 

Effi^ 

UcMMlh*, 

p«r(tat, 

214 

379 

380 

381 

266 

383 

384 

386 

398 

399 

2201 

1095  8 

279.2 

4.6 

39.3 

12070 

212.6 

6.0 

SI. 5 

76.1 

3.0 

2202 

12676 

394.3 

3.8 

32.7 

11938 

315.4 

4.7 

40.8 

80.0 

3.8 

2203 

16904 

581.0 

3.4 

29.1 

18640 

497.7 

4.0 

34.0 

85.7 

4.6 

2204 

24990 

943.9 

3.6 

26.5 

23570 

630.2 

4.1 

30.1 

68.0 

4.5 

2205 

26716 

1066.6 

3.8 

26.4 

21565 

949.  S 

4.4 

30.2 

87.4 

4.2 

2206 

31563 

1185.4 

3.9 

26.6 

19519 

1031.3 

4.5 

30.6 

67.0 

4.0 

2207 

26301 

1012.7 

3.4 

26.0 

14005 

663.3 

4.0 

30.5 

S5.2 

4.5 

2208 

27332 

1066.0 

3.6 

25.2 

1 

12803 

901.9 

4.4 

30.3 

83.0 

4.2 

RESULTS  OF  TESTS  WITH  "L”  TYPE  VALVES  ON  LOCOMOTIVE  884. 
Table  4. 


23 


A-«l<th  ShoM 

LOCOMOTIVE : 

TYPE  'SL-Qi—O 
CLASS  H€>b 
NUMBER 


Pennsylvania  Railroad  Company 

PKUadtIplib.  B»Hlinor«  4 Wa»b)»ot««  Rallr««d  Company 


Waal  Jaraoy  4 iaaa^.ora  Railroad  Company 
TKOX  DCPARXMKNX 


FUEL  :0Ar^\SOrs 

Cqal^ 


Average  Results  of  Locomotive  Tests 

SUBJECT  : ^PlST0^4  .yAU^/&^  Semi  PLWiS-  ALTOONA,  Pa.,  |0- I H 


TEST 

NUMBER 

RUNNING  CONDITIONS  | 

n BOILER  PERFORMANCE 

TEST 

DESIGNATION 

OuiUtloA 

of 

Toa, 

Houit 

■llu. 

p« 

Hour 

Throttlt 

Oport,«, 

Fuller 

Pirtlal 

Actukl 

Cut-off 

Por  Cool, 

H.  P. 
Cylinder, 

I Proiwr, 

1 la  Bollor, 

1 LbLpor 

Sq.  loch 

Draft 

lu 

Smoko  Boi, 
Incho, 
of  Wotor 

Draft 

lo 

Aih  Pun, 
Incho, 
of  Water 

Caloridc 
Value 
of  Dry 

Fool, 

B.T.U.porLb. 

CIndon 

Colloctni)  In 

Sfflokn  Bax, 

Pound, 
p,r  Hour 

i.r.B.cdt-tnTitoHi« 

196 

1»9 

203 

268  U 271 

217 

222 

225 

248 

238 

2208 

2210 

22M 

2212 

2213 

2214 

2215 
221^ 

40-20-F 

©0-20-F 

eo-50-r 

8o-40-r 

I00-4O-F 

l2C--40-r 

14C>-30-r 

l€>0-30-F 

3 

2.6 

2.6 

2 

2 

2 

2 

2 

&.<ul> 

8.8 

9.8 

13.2 

15.6 

18.8 
23.1 
26.4. 

Put-Up 

« 

a 

• 

a 

a 

a 

18.8 

20.0 

31.0 

40.4 

41.2 

41.4 

31.2 
31.0 

205.6 

204.4 
206.8 

204.8 
204.2 

203.5 

206.8 
205.1 

1.0 

1.4 

2.2 

4.3 

5.1 

5.8 

4.2 
4.7 

O 

O 

O 

o 

o 

o 

o 

o 

14444 

7 

lO 

14 

37 

32 

37 

45  . 
53 

TEST 

NUMBER 

BOILER  PERFORMANCE 

ENGINE  PEI 

FORMANCE 

7^”* 

per  Hour, 

Pouuot 

OryFwd 
porlfeur. 
PouoA  por 
!!<|.  F«,  of 
Grut} 

Wlfor 
DolHotw) 
to  Boiler, 
Poundo 
por  Hour 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  212<»  F..  POUNDS 

Bollor 

Hotm 

Power 

OAHU,  of  E.) 

HkiMMy 

ofMlur, 

Buod 

ou 

Fuof 

Pt— in 

In 

Branch  Pipe, 

Pautdi 

1 pnrSq.  la. 

Suporhont 

In 

Branch 

Otc—nF. 

Por 

Hour 

Per  Hour 
por  Sq.Tl. 

Ht^og'^ur. 

Per 

Pouid 

of 

Dry  Fool 

338 

338 

340 

344 

34B 

347 

340 

360 

i 220 

230 

2208 

2210 

2211 

2212 

2213 

2214 

2215 
2218 

1257 

1484- 

1888 

3188 

3883 

-4400 

3384 

36A2 

25.0 

28w2 

37.8 
e3.E 
77.4- 

87.8 
e7.4 
70.  E 

1131-4- 

12390 

1«>3-Z:(6 

24-808 

27894 

307&S 

25815 

28854- 

l'&B04 

14701 

iseoe 

28770 

33ei2 

37074 

31188 

32535 

5.4 

5.8 

7.8 

If  .9 

13.4 

14.8 
12..4 
13.0 

10.7 
10.0 

10.3 

9.3 

8.7 

8.4 
9.2 
9.2 

391.4 

426.2 

568.3 
862.9 

974.3 

1074.4 

904.3 
943.0 

72.1 
97.4 
69.3 
62.7 

58.1 
54.6 
61  .9 
61  .7 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TCST 

NUMBER 


parKour 


Of^Fael 


Hon* 

Powr  Hoar, 
Paoiidt 


Dry  Stoin 


Pull, 

Pouads 


Dry  Fuol 
por 

Dyuaimni. 

Kotm 

Power  Hour, 


6rj  Stauu 

PW 

Dynmom. 

Hotm 

Powif  Hour, 
Poundr 


■icMuo 

iictor 

of 

wool 
Por  Cool 


porCout, 

(luwdwiFuo!) 


384 


388 


Z209 

^^IO 

ZZ\I 

7L2.« 

2214. 

2215 

22ie 


lOGe-y 

ll.'SGI 

»s^02 

247SO 

IT8Z.» 

30785 

B57®E. 

2«<aso 


28^.5 

4-22.0 

98e.i 

(toe/& 

I2I2.I 

1058.3 

t(2&.3 


-4.3 

3.5 

3.2 

3.3 

3.5 
3.0 
3.2 
3.E 


30.8 
28.3 

28.8 

25.8 
26.1 
25A 
24.4- 

23.8 


13238 

12883 

19S22 

24A83 

22\2e 

18783 

14.820 

134-38 


233.1 

335.3 

515.7 

862.7 

974.3 
1045.8 
813 .5 

846.7 


5.4 

4.4 

1.7 

3.7 
4.0 
4.2 
3.7 
3.7 


45.8 

38.8 

30.8 

28.7 

28.8 

28.4 
28.2 

28.5 


80.5 

79.5 
88.3 
88.1 
88.0 
88.3 
88.2 
83,8 


3.3 

4.0 

4.8 

-4.8 

44 

4.2 

4.8 

4.7 


RESULTS  OF  TESTS  WITH  AMERICAN  VALVES  ON  LOCOMOTIVE  884. 
Table  5. 


UENGTH  OF  TEST— MINUTES  AND  HOURS 


24 


LENGTH  OF  TEST-MINUTES  AND  HOURS 


25 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


26 


27 


’rJ 


fl 

0 

> 

2 

IP 

in 

I 

D 

r 

C 


0 

JO 

> 

T) 

1 

0 

> 

r H 


0 H 

^ 0 
0 

■n  T) 
> 

o H 
^ I 

°z  2 

0 H 
H 

< 

m 

H 

m 

U) 

H 


D 

m 

z 

z 

U) 

lj> 

; I f ? 

5ii> 

e*  „ 2 

;i^33 
§ r 

f i> 

5 °0 

|0 
^ o 

I 

V 

> 

z 


1^00. LENGTH  OF  TEST— MINUTES  AND  HOURS 


28 


Pennsylvania  Railroad  Company  test  no.IZOQ.S^S 


LENGTH  OF  TEST— MINUTES  AND 


29 


Pennsylvania  Railroad  Company  test  No.iZQO.St'2> 


length  of  test— minutes  and  hours 


30 


Pennsylvania  Railroad  Company  teot  no.I'^O.S^O 


UENOTH  of  test— minutes  and  HOiJWS 


31 


Company  test  no.\2DO<BS@ 


LENGTH  OF  TEST— MINUTES  ANO  HOURS 


32 


BOILER  PRESSURE  LBS.  PER  SO.  IN.  | 

; 

1 n n 

REVOLUTIONS  PER  MINUTE  j i 

I 

I 

i 

^ « ii 

F 

n — 

1 1 

v35  a 

DRAWBAR  PULL.  POUNDS  g g 

1 

L... 

n 

i i 

I 

LXlICi 

} 1 ; COAL  1 

1 POUNDS 

ji 

§ 

j 

[ 

] 

|tN 

I 

1 

'M 

r 

1 

a 

to 

p! 

: E D 
POU 

il 

WAT 
N D£ 

sa 

E R 

a 

f 

ii| 

ffM 

1 

a 

1 

1 

1 

it 

il 

tn 

'm 

f-i 

Ml 

il 

j;i4|ii! 

a fp;  i 

I M 

a 

I 

il 

hh\ 

Pi 

[tjj  H 

FT 

P 

frill 

i 

il 

if 

fi  ^ 

Ml 

PS  Mi  “■ 

K t t!?i  • 

~ ->i 

iii. 

a 

a 

Li 

a « 

Hm 

a 

rjl 

i 

M 

M 

■tti* 

•Mtr 

TJtt  tt 

.-•  Ui..  il.* 

ii  • r-'-  ii 

fe-  !i’‘ 

rnr 

a 

tit 

iiii 

f P 

a 

1 

1 

H M 111! 

i 

I 

i 

tr’"*"*'!!.  nr 

r ,::.-r 

- rr 

Lir 

iii_ 

liu 

■L| 

1 

" j 

i!'- 

1 

4ti 

i 

m 

ffiij 

ii.j|;  jfe 

hi  il 

L-,  1-  • 

1“ 

T 

L! 

iiu 

tL 

P 

;.  . ^ 

IP 

i 

ft 

rM 

iiii 

a 

It  Mr 

1 • It  1 

r.  • ' ,■.*■•. 

tL 

:;L 

la 

Hr  i 

f E 

jr 

III 

Ill 

1 

i 

I 

IS 

I 

m 

Mr 

M.  11  ir 

Ij;. 

h't 

..  .:!l 

— 

a 

a 

[j 

'l-;l 

m 

1 

4it 

a 

ii| 

iPp 

i 

1 

i 

1 

iiX 

y 

i 

iiii  ; r 

Si 

'F 

- 

. J 

■ ■:.| 

a 

iii 

M 

P 

il 

Iji  M t 

III 

fll. 

M 

1 

jlf:  -rif; 

r,,  ■ •;•■ 

, 

a 

7771 

}Cf  iii'  i: 

ill 

m 

Mi 

Lil 

MIMi 

"T 1 7|’ 

i'  1' 

to 

Fr  tM 

1 

M 

a 

1 

■}■.  i i 

Pr  M 

' 4 I 

;■ 

1.:, 

1 n 

r] 

■PJJ 

M 

1”'  Mi 

rir 

itii 

i 

i 

iL. 

r'liMf 

il M 

It:;  ■*  - 

f ■.  - 

S 

tfi  fF^  ^ 

};i| 

.,[-4- 

1 

t+n 

M 

i 

•:  Ml 

Tn- r. 

r 

. ' . 

— 

■ri-r 

TV 

Mriiiu. 

1*  1 ' 

iili 

s 

r ~ i‘ 

* r : 

il 

■f 

;. 

Lr 

■ctt  -:*ri 

I!'  y;'  y 

1 

ijit 

i 

1? 

a 

iNr 

a * L 

lj  1 

a'  ! 

1 ' 

Tr~ 

i-f 

-4 

i 

i-41 

ffl 

1 

i 

M 

jtl  v 

uU  *-  t- "(  * 

i;i-  I-i  I ‘ 

i*  ' 

’rti 

iii 

i 

ruf 

:r}l 

H 

y 

n 

I 

Er 

P ' 1 M 

ti:  ‘V.t  tiil 

Tp-  T*t  Tl 

1 

a 

ai 

na 

1 

ii. 

W 

M 

liM 

lisl 

r ” 

a 

iMMli 

i ! i ^fr  ll 

tptr 

1 

I 

till 

H.F 

fMt 

a Vi 

a 

a 

V 

i 

TTT 

'f  . 

;■  t'%  •••4 

i 

"Ml 

1 

'HI  tfi 

p 

IIP' 

a 

11:1 

n 1,' 

ir ' 
iiii 

: f j 

III 

p 

a 

L: 

iHj 

% 

a iiif 

rr 

M, 

it 

a 

a 

‘D 

tiu  iru 

Iii  lij.  ; . 

Mi  a.i 

■ill 

'.J 

a 

a 

T' 

J M 

i 1; 

r MtF 

itl 

i 

itli 

trr 

w 

pas 

Si; 

■ r'l 

h 

''il 

r 

- 

ri  lut  fT 

; a 

;■!:  1 

M 

a 

■j;. 

L!  lUl 

p 

h-Ni 

a 

1 i 

. . i. 

““...1*1 

il  ; J’ .• 

LL 

'■•»  r 

PS  a 

rij  ’ 

a 

li 

ir 

\.^ 

i Iii;  M 

, [- 

tTTT 

rtr; 

a 

E.  ;•  -t 

a 

■', '. 

...  j„..  .. 

r-';  ,ir 

t 

M 

^4  a 

iV 

L- 

; I.  i 

L:  ■ 1 ■ : li 

u 

hii 

a 

TX  tt  *rr 

r pLi- 

„i  mF 

iia 

p 

'1 

.a 

tja 

to 

1':;-  JT 

i'  h’ 

i 

1 

i 

r sh  i 
iHijS  a 

K 

a 

a 

rFFTj 

1 

i 

Li 

ttrt 

i 

1 

lit 

lif 

Il® 

i a 
!iP 

a 

jfit 

1 

i 

a 

a 

M 

i 

a 

yi-  ti 

tfftM 

if 

I 

1 

rtl 

1 

1 

IP 

if 

Ijiijj 

jfP 

1 

1 

p 

M 

te 

■ 1 

lilt  b 

m 

LL  i£L 

m 

I 

a 

^ g t ■ t T 

w 

I 

1 

1 

ll£ 

jii 

iP 

il 

\iU 

j[ 

1 

p 

ll 

iii!  'B 

ip 

M 

1 

1 

1 

.11 

lill 

ipji 

pv| 

1 

:tS 

Sti 

P 

11 

Pi 

ito 

ffi 

P 

p 

m 

M 

pp 

iiii 

iii 

i 

1 

fe 

p 

ft 

bi 

M 

w 

tfl  Z 0 H 
c c 

I 2 

m 0 
o 


r •< 
> TJ 
w m 
U) 


5 g<5>fi 

^ p^O 

2 

< 


■D 

m 

z 

z 

U) 

ip 

?< 


« 

Hi 

8?  ! " 
S s »• 

i ' J 

M 

I?! 

fii 

^ s 

5 


S: 

p ^ 

i 0 


■ania  Railroad  Company  'test  no.»Z.OO.B5.T 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


33 


LENGTH  OF  TEST 


34 


Pennsylvania  Railroad  Company  test  no.IZMaSSS 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


35 


Railroad  Company  test  Nolfi^xjO.BSa 


MINUTES  ANO  HOURS 


36 


Pennsylvania  Railroad  Company  test  no.V2DO.SS^ 


LENGTH  or  TEST— MINUTES  AND  HOURS 


37 


Company  test  no.»2j!X1u5*7| 


'”^00»S*73.  length  of  test— minutes  and  hours 


88 


NiA  Railroad  Company  test  No.ltOO-572. 


LENGTH  OF  TEST 


39 


r 

o 

o 

0 

2 

0 

j 

< 

m 


1 


i 

s 

f 


Pennsylvania  Railroad  Company  test  No.l‘2LOO.^"r2> 


40 


Z O H 
c r ■< 

7 > n 

m w t*i 

3J  |V 

<i>  p A 

D'  ® 


ANiA  Railroad  Company  tcst  noIILQQ^St^*^ 


41 


LENGTH  OE  TE»T  I KLlTE  <5  ANO  HOU«S 


42 


NiA  Railroad  Company  tebt  no.\^ioo.57<s 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


43 


44 


j BOIL.ER  PRESSURE.  UBS. 

PEP  so. 

IN. 

1 

1 

j 1 p 

m 

1 RKVOUUTIONS 

PER  MtNUTE 

— 1 

1 

f 

tc 

i 

j DRAWBAR 

PULl_.  POUNDS 

J 

1 

n 

T 

1 

M 1 II.  liT^ 

COAl.  1 

1 POUNDS  1 

1 

rm 

jr 

J 

J 

L 

FE 

:tD  WAT 
POUNOJ 

s» 

1 

m 

ij 

Hi 

1 

IhIIt 

II 1 

■ 

■ 

i 

<s:, 

:::: 

Hi: 

i;: 

::::::::: 

■ 

1 

:i3sh»:rU: 

iiii 

I 

:r.^K:u 

PI 

I®  ft 

ft 

ip-:;: 

i:p 

II 

1 

yioilii 

i; 

HiHiliHiir 

:n: 

:sg: 

§ 

:::  ;r»: 

Lll 

s 

Plilif  ft  m 

t®  ft 

il 

IP 

1 

oiir 

1' 

iiilillliiS 

s 

liiiiiillllL 

-ftp 

ftp 

m 

M 

OHlIil: 

tefft 

ft 

1 n Tin rw  in 

MIPm  r^Ff 

IIIH 

il 

g;r«« 

B 

jft 

IBiiii 

'ill 

Ool'l 

yHi: 

ii 

1 

1 

II 

OlOii 

iiiiitur 

1 

VSi 

R!|:nS!  ji: 

1 

i:;!| 

Hi:j 

m 

llwl 

tm 

iW 

IpP 

if 

is 

11 

|g 

UlOiOniOi 

i 

lH:| 

s:::| 

|:n;:;;:2  gs::sr 

g 

lift  P 

1 it 

ft 

M 

ft 

00111111 

iHlUi 

00 

ililiilli 

n 

IHjl 

" 

hsgss 

P 

IMW 

ipi 

ii 

1 

ftp 

Ollliilli 

mm 

M 

HiHi 

1 

m 

1 

ilHIf 

llPUflj 

P 

lift  ii 

ftft 

ft 

ftp 

ft  ft 

ft 

ft 

ii;i  Oh 

;i!=  Olf 

111 

m 

1 

1 

H 

iiil 

n 

ftil 

1 

i 

ii 

II 

i 

H 

m 

1 

1 

:::  fiis 
:::  »:i 

iiiii 

ife 

p 

lOIlH 

InOilOOIS 

%IOi^ 

If 

[ft 

B 

i 

fffsHIH 

sssssnsL 

ft 

PP 1 

ft 

ill"  111 

g4j 

jiS 

ii 

m 

jilt  ft 

Hi 

ft 

ftp  i 

m 

iilu  III 

Ik.  -111 

m 

B 

1 

I 

Ii 

UKOHH^ 

ItSi 

m ■ 

Ii 

ii 

sisHIH 

inOHHI 

P 

ft 

flift  i 

1 

if 

ft 

ii 

1 

iiui 

fi 

isli 

111 

ii 

Jill- 

lii 

M 

l-lli 

1 

i 

i 

m 

1 

i 

ig 

ik 

lii 

!» 

1 

^:li  it 

IHfl 

sun. 

rn.j 

SK!: 

ill 

liF 

iir 

u 

1 

ii 

ft 

ft 

§ 

^ii!'  Il' 

,A  'F;*  'A 

1 

1 

iOi 

1110 

WM 

1 

i 

m 

'IP 

fp 

t-4 

te 

ii 

rift’P 

a Jiii 

ItU 

Pi 

1 

II 

I 

1 

aa  ft 
ftft 

mi  ipj  - 

ftft  3 

ftp  H 

pft  i 

a 

iftftr 

s 

kiir 

I 

aS; 

ift  ft!  k ^ 

u Hu  hui 

rtrrt 

i jfi 

“fim 

jllp 

P 

a 

« 

11 

m 

1 

t;  v-\- 

iLim 

if  4 

p] 

i 

IP 

il 

ft  ft 

P 

ii 

nil 

— 

11 

( 

■'It 

i 

|r||  "ft  Sf  ff 

ft 

r-ii'- 

I rtr; 

1 

m 

|i 

1 

ft 

FFr 

11 

m 

% 

1 

I 

BS 

ipis 

lii 

ij 

iiri: 

ft 

ft 

1 

1 

II 

tip 

1 

i 

ii 

' s P ? 

F.ppg 

jffl 

Pi 

k 

’■*'f 

la 

1 

P 

IiSfI 

p 

m 

II  ft 

Ml 

i 

lii 

cttns 

m 

ft 

ui 

pp 

1 

P 

iitii 

ill  Ii 

PI 

1 i 

11 

III 

iillli 

iilllli 

Iwil 

pi® 

I 

ft 

fii 

m 

^Jiii 

mryiPiii 

iim 

il 

n 

ft 

IHIIHH 

1 

ft 

ft 

ililNii 

|l 

010 

mM 

lp.|iiliHlnl 

uisHisuil 

:::::::::::: 

KSSSS 

tliUi 

It 

ft 

pftf 

ft 

ftpB 

ft 

ft 

iliKi«iH 

[ p 

Ii 

iim 

SH!  ::H 

«S9^  :::l 

HliPlHilii 

IHIII, 

ssnm 

Hssin 

ft 

i 

ft 

•niHrni 

i*gSi2«2g£. 

m 

TO 

mmM 

I*  „ 

it 

M 

ft 

i 

1 

ft 

w 2 O H 

c ^ r -< 

m 5 > -0 

m o w I . 

o w ' 

, f)i 


IF 


p 


u 

m 

2 

2 

(/) 

. 

ifis 

iIf 

!i? 

i:; 

" o 
■2 
TJ 
> 
Z 


t-  •: 

lii  0 

m ■ 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


45 


BOILER  PRESSURE.  LBS.  PER  SO.  IN. 

i 

Li- 

REVOLUTIONS  PER  MINUTE 

1 

\ 

i 

DRAWBAR  PULL.  POUNDS  g g 

I 

1 

I 

L[l_ 

t 

1 , 

1 1 

Sill 

mn 

II  1 i ! 

POUNDS 

■L 

A 

[ 

iL 

■11 

L[ 

n 

^CKC 

PO 

> WATeH 

UNoa 

ffiteHTFil 

t 1 

m^m 

:9:9::::nti 

lllllililil 

\\l 

lii 

::i 

99i 

1 

illiiiiiiiliii 

ii 

HI 

mi 

Ih: 

\m 

1 

1 

liii  i ii 

ii 

mm 

lilllllli 

::: 

iillliliiiilii 

piljiM 

1 

ij||y  ■ 1 ® wj 

mi 

:Hi  mi 

lii 

Hi! 

Ii 

1 

ii§ 

mi 

i 

1 

ii 

li 

IJliF 

mm 

ia:  : 

M 

1 

TTTr 

HH 

M 

i 

MS  Jm 

liipj 

illr 

iilliiliHi 

mm 

^ p p 

pjjjil  }|||  ||4 

l|  pp 

I 

11 

fi 

1 

1 

mf 

ii 

ill 

i 

p 

1 

ii 

Pif 

k llll  1-: 

1 

: Ii  iipi 

c:::! 

s 

ppp 

ffi 

ffl 

p i 

pip 

ilil  111  1^11 

‘trfa- 

+ t:! 

ilSi 

:::fi 

p 

psiS 

p -tf 

lilt  p ^ 

m 

liLi 

fcii 

1 i±  pi 

::: 

tiiiii! 

ifil! 

p 

iji" 

if  i 

p s 

■ t 

s 

i:n  1 

p 

yoi 

m 

Ilti 

ipHli  tlllp 

1 

ilili 

::: 

lUU 

!»:: 

tiVK 

Pp 

:i  11 

I 

f : : if  Pi 

ii 

:s : 

a? 

HE 

1 

1 

Ini. 

ii 

il 

ii 

iiii‘ 

i 

Hiiiu::;: ::: 
Obiv.Hih:: 

iliioy 

iiiiliffn 

: - 

miiiiil 

111 

iliHifK 

lyiii 

iiiyiiiiyi 

;:n;:9::9>;n: 

HiHnnlHi: 

diiilHni!  B 

RHOunniii 

nHiKinjifei 

:9:::99;:,9;:l9 

■f 

9:1 

9.9 

iiL 

J 

1 

i 

1 

ii 

I 

Ii 

^ Iff? 

iip 

m: 

i 

1 

S*v 

r 

ill 

feaiii  jgi 

n?  15  tt  ifFt 

mmip 

lii 

m 11 

1 

lii® 

pi 

I 

■ 2i 

iil 

ii 

18 

Onliinillij 

1 

ss 

I 

1 

■|  1 

S 

a3  ^ m 

1 

JHT 

13  flS  ^Ltr 

km 

InnljiirTiin 

m 

i 

S^S 

p 11 

jVl 

- 

i::u9»; 

9n:i:Knuiii 

■tig  gg  igi 

ifi’’  i ~ ;t7 

4tff 

aft 

It  i 

: ffl 

niiSHHl 

999*9 

p 

^■.TT  t!  ; 5 uft 

ty  5}  l^rr 

.'"liMiiiillKlII 

M 

ppup 

m 

M 

iS 

m 

a,!  iHife 

tr».  ‘t--  -rh-'- 

w 

iiipiiliililiirei 

i] 

iiji 

nSiOHI!!:!; 

hui;;::: 

p 

P 

ptft 

14 

li-. 

M 

lyyiiyiiiioiiiPoi 

iilllllSi 

Ii 

1 

m 

Bi 

9^9;;^:; 

wm 

^(1 

II 

H 

P 

illilll 

S 

ii 

il 

ii 

ill 

9 n ® 

la 

i 

n 

ifMli 

pjjp 

Ipiatt! 

f 

m 

gH 

tTi-F 

I =1 

Uli 

IliililliillHlilllllli 

p 

M 

p jlfj  P 

M 

p ~|i|p 

p ifffi 

II 

Olliillliiiiilljg 

::i||nlLj:[||i||||]j| 

ii 

I 

1 

ISf 

iniill 

ItUZSSUS 

SSnaiH 

Si 

1 

1 

I 

#|w 

is 

i 

1 

:r  r^T 

- ffff 

itjr 

.s 

P 

n 

liimiHli 

iliilliilli 

8U:SU8Sn83 

■ 

‘ijniiiiiiiin 

1.  il 

Ripf  9ff!^ 

IfS 

!:9:n!99:::il 

|llll]^|s*| 

:::9:;i::9: 

9i9:::i:::9 

1 

rH»::::99:: 

:::::::::: 

llllilil 

liH 

■iill 

llll 

1 9 

llaniHin*! 

;:mKu;:i9J' 

0- 

::::::::::  »:8?su:r9 

IF 

M 

;s3UsshrtK 

Hiyiilii 

-fiBi-iUB::: 

sussu: 

m\ 

:.*K 

:::! 

:»3 

un 

mwm 

M 

4 j-H-j 

::9:9»::::9:: 

999:9  «:::::: 

:n9 

fffff 

1 1 1?  1 1 It  i 

iilr  "irii 

gg  ft  frrm 

mt 

s:s:s::::: 

I:*: 

yhi 

“•i 

pptliTTffiit. 

^4H  Bh  iftt 

ftnfTfff 

M 

UglyPlllllnl 

uli 

HH 

:i:: 

:uss::: 

-- 

:r:s  ::un:: 

mu 

PhUltIgl 

ppPI 

m 

nftttirt  fHntffni 

iTT  1 iiTTTT 

m 

lUtti 

jjgllHillili 

9 ,9. 

UUUJIll 

:::::snuu: 

Jllidlisiiil: 

m 

H 

H 

HiEii 

ilHij 

1 

W)  Z O H 

C C r -< 

m 7 > T) 

m m ^ ^ 

3 2 

O 

^ ^ n) 

I 


? SS?  ; 

J^ro- 


0 

D 

> 

■B 

1 

O 

> 

r H 

I- 

S !2 

“ o 
0 


TJ 

m 

z 

z 

w 

I 

Li> 

:f5 


; !ii 


I f jr 

sl|0 

nf  > 

s !o 


B 


ii  ; 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


46 


Company  test  no.'2.20'S 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


47 


LENGTH  OF  TEST 


48 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


4^) 


BOILER  PRESSURE,  LBS.  PER  SO. 


REiVOLUTIONS  PER  MINUTE 


H 


DRAWBAR  PULL.  POUNDS 


i * 


g — ~ — n 

i...ii  i.j 

1 1 1 ! 1 COAL. 

1 i I ' 1 POUNDS 

1 1 LL 

tirfela 

4 

4? 

P 

i 

I 

if 

II 

ii  • 

■4 

■^1 

u,; 

% 

ih^i 

PH" 

Ft 

E C 
PO 

FT 

> w 
u r-( 

r ' 

ATE  P 

DS 

4^4 

LiiMii) 

ijit 

Wr 

1 

i2 

fi4 

ilEil 

I 111 

rtP 

r r:i 

'.4JI 

PP 

irr; 

Ilf 

4’' 

# 

t.‘ 

■ik  ^ d 

rJf 

i •■•I'-: 

i.ii 

k. 

, * 

, 1 - 

ti 

4- 

I: 

4 

;Ln 

r.f. 

i. 

ii'' 

(iH  iL 

pH 

i*r  ; j 

dd  r;t 

ii 

\il  1^1 

4.  41 

ifk  ..• 

p 

Hij' 

. ! nk 

liL 

T* 

TTT 

\ 

•ill 

Ift 

tip- 

Pii 

ii 

M 

1 

P j;'F^I 

41 

rr 

i 

£i 

M. 

P 

Ik 

1 )„■ 

liH: 

J 

ft 

1 

ffi  ^ 

J ' 

,b 

~iT 

44v.; 

hd 

1 

hpr 

im 

IHf 

iiij 

P-  W 

PHii 

Ii 

P 

t: 

i 

iii 

ii 

r -i 

ii.;i  :i3 
P iit 

}’!:P 

' :I5 

1 .ttE 

ii 

•fiH  pf  ■ff^T 

im 

S 

M 

1 

ft 

tdi 

^fif 

PIkSi 

irr^ 

ill 

-id 

fe 

rf-ljiti. 

•4 

1 

ii 

Ip 

i 

gl 

ifiii 

Iji 

Ij  kills 

i 

liH. 

im 

rtti 

ii 

1 

* iM  " 

■ 

PI, 

h5 

4»irri 

i\‘: 

Pijp 

pl 

4: 

t-  " 

i 

r^KfP 

ii 

m fflii 

ft 

m 

4iiW- 

Jiil 

*1:' 

ti.T-r- 

— 

f-- 

•:rr 

..1 
• 1 

II 

[•r;^  irr- 
r.'*  *j% 

#ij 

i 

]^.-T 

t4 

P 

III 

P 

U4 

1 

*ml 

I 

Ip 

8 

tlr-i 

hi, 

j ■ 

1 . 

il 

-,4-t 

• r : 

. 1 

“ “r”: 
•1  • 

- -,T^ 

i 

! ■ ■■•'T 

ip 

.-fJ 

fc-i 

PiiS 

Piiis 

1 

i-iil 

r 

1 

■ ' 

1 “ i- 

•3 

P 

ft' 

•4 

~.T ' 

1 ir 

"i\ 

4,1 

;i^ 

iiTi 

■-T-r 

M 

‘■.T 

• d 

r- 

■ ' P 

-inr 

k.4i 

pii 

Til 

Mi 

P5I:  vF 

V- 

P77 

4' 

'4 

pf-pfti 

4- 

.a 

:4:- 

"4 

■V'  ■ 

.ikii 

1 " 

•p 

t- 

flH 

TI- 

[ 

T - 

c-  r 

U:: 

P 

fcifP 

mTmr,  r- 

::  i i:!‘ 

V' 

4 

1 

-4- 

& 

I ■ -4 

npT- 

xm 

HdXiH 

jilt 

4' 

ii* , 

L.r 

. .;Lr:f  frjTi 

! ^4 

flf 

Pkk'* 

„4 : 

. J.. 

4 

4. 

i::; 

pnir.jt  igl 

kii  i. 

'■^4 

4 

-~i 

- -P 

"T  r • 1 • 

4‘: 

Hi 

-4  ri  4“ 

2 

SSiliS  tM 

feliU 

■iA&gj 

^n-TT^rr 

- 4 

ni 

U-1. 

pr 

ii 

Si 

li 

ss 

pjft 

HH 

1 

l|lnt|u 

1 

i 

P 

P 

g g|^  g 

z o 

C c r 

U 7 > 

L i W 

® (I) 

0 

H 3J 

3>  ODl 

5 (pfil 

Ik  O' 

r 
< 
ifl 
P 

\ 

r 

-< 


< 

■D 

m r 

o 

N o 

I I 

(P  ^ 

I < 

/%  m 


Q 

JJ 

> 

V 

I 

o 

> 

r H 

I- 

O H 

a>  _ 


■D 

m 

2 

Z 

U) 

« 

jf!:D 

If 

ii,s 

to 

' o 

I 

V 

> 

z 

< 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


50 


Pennsylvania  Railroad  Company  tb»t  uoZ2.0'7 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


51 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


52 


Pennsylvania  Railroad  Company  test  no.ESOS 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


53 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


54 


PENNSYL-VANI  A F^AiLRCAD  COMPANY  Test  No  < 


LENGTH  OF  TEST 


♦ 


LENGTH  OF  TEST 


56 


LENGTH  OF  TEST 


57 


m u)  (fl 

o 

B 

5 JS 

0 

2 

S 


■D 

m 

z 

z 

0) 


S t 

? j I r 

iHo 

n i > 


i ” 0 


i 

I 


o 

o 


I 

TI 

> 

Z 

-( 


n 

K 


z 

0 


LENGTH  OF  TEST— MINUTES 


58 


Pennsylvania  Railroad  Company  test  no.‘S2.\5 


MINUTES  AND  HOURS 


59 


Pennsylvania  Railroad  Company  test 


•1''^  V 


I 


• = . 


■A 


A 


I 


'..f 


PENNSYLVANIA  RAILROAD  COMPANY 


Locomotive  Testing  Plant 

AT 

ALTOONA.  PENNA. 


BULLETIN  NO.  8 (REVISED) 


Formerly  Bttlletinh  Nos.  10  and  23 


GRATE  AREA  REDUCED 

AND 

GRATES  WITH  SOLID  ENDS 


( Copyright,  1912,  by  Pennsylvania  Railroad  Company 


1912 


GENERAL  ARRANGEMENT  OF  LOCOMOTIVE. 


LOCOMOTIVE  TESTING  PLANT. 


GRATE  AREA  REDUCED. 

Two  forms  of  modified  grate  tested  for  their  influence  upon  boiler 
efficiency  and  smoke. 


(Conclusions  and  recommendations  on  pages  26  and  29.) 

INTRODUCTION. 

1.  These  tests  justify  the  conclusion  that  a reduction  in  the 
grate  area  is  undesirable  and  that  such  a practice  affects  the  boiler 
capacity  and  efficiency  and  does  not  improve  the  smoke  conditions. 
Efforts  to  abate  smoke  on  a locomotive  should  be  directed  along 
other  lines  than  by  the  blocking  off  of  existing  grate  areas. 

2.  In  view  of  the  introduction  of  mechanical  stokers,  the 
subject  deserves  more  careful  study,  and  it  is  hoped  that  the 
following  description  of  tests  of  different  areas  of  grate  will 
add  something  of  value  to  the  data  on  this  subject. 

3.  Before  the  general  use  of  the  wide  grate  on  locomotives, 
the  length  had  been  limited  to  about  ten  feet,  as  the  greatest 
distance  that  coal  could  be  thrown  by  the  average  fireman  and 
with  the  introduction  of  the  wide  grate  the  length  has  still  been 
restricted  for  the  same  reason. 

4.  There  seems  to  be  an  impression  on  certain  divisions  that 
the  wide  gr^te  is  too  large  on  some  of  our  passenger  locomotives, 
for  best  results,  and  extensive  use  has  been  made  of  a method  of 
blocking  off  or  covering  part  of  the  grate  surface,  usually  at  the 
forward  end.  The  assertions  in  regard  to  this  or  any  other 
method  of  reducing  the  grate  area  were  debatable.  On  long 
passenger  runs  it  has  been  claimed  that  the  grate,  thus  reduced  in 
area,  is  easier  to  fire  because  of  its  being  smaller  and  the  active 
part  near  the  firedoor  so  that  coal  does  not  have  to  be  thrown  so 
far  to  cover  it. 


(3) 


4 


5.  Whether  or  not  the  reduced  grate  is  easier  for  the  fireman 
to  handle  will  probably  remain  a matter  of  individual  opinion  and 
one  not  easily  determined  for  the  average  fireman.  There  are, 
however,  certain  facts  in  regard  to  the  reduced  grate  that  can  be 
developed  by  tests,  and  the  tests  hereafter  described  have  been 
made  to  show  the  effect  of  the  reduced  grate,  in  coal  consumption 
and  emission  of  smoke.  The  practice  of  reducing  the  grate  is 
found  to  be  undesirable  as  the  capacity  of  the  locomotive  for 
making  steam  is  reduced  and  little  benefit  in  smoke  reduction 
realized. 

6.  The  standard  grate  for  the  class  E2a  locomotive  has  an 
area  of  55.5  square  feet,  including  the  dead  grate  at  the  forward 
end,  which  has  an  area  of  about  9 square  feet.  There  are  two 
drop  grates  which  are  fixed,  but  have  holes  for  the  admission  of 
air.  The  active  or  shaking  portion  of  the  grate  has  an  area  of 
about  31  square  feet. 

Method  of  Reducing  Grate  Area. 

7.  On  the  Atlantic  City  Division  where  the  grate  has 
been  reduced,  the  method  used  is  to  disconnect  six  sections 
of  shaking  grate  at  the  front  end  of  the  firebox.  This 
portion  of  the  grate  is  then  covered  with  firebrick.  Sometimes 
a sheet  of  steel  is  placed  over  the  grate  before  laying  the  bricks 
so  that  there  will  be  no  cold  air  leaks,  should  any  of  the  bricks 
become  broken. 

8.  On  the  New  Jersey  Division  a similar  method  is  used  but 
the  area  covered  with  brick  is  less,  so  that  all  of  the  shaking  part 
of  the  grate  is  still  open  and  can  be  operated. 

9.  The  areas  of  the  several  grates  are  given  below. 


Akea  or  Grate 
IN  Sq.  Feet. 

Relative  Area 
IN  Percent. 

Ratio  or  Heat- 
ing Surface  to 
Grate  Area. 

Standard 

55.5 

100  • 

41.8 

New  Jersey  Division 

39.5 

71 

58.7 

Atlantic  City  Division. 

29.76 

54 

77.9 

5 


10.  The  grate  of  this  locomotive  as  reduced  in  area  on  the 
New  Jersey  Division  is  shown  in  Fig.  2,  while  Fig.  3 shows  the 
method  used  on  the  Atlantic  City  Division. 


GRATE  WITH  FRONT  PORTION  COVERED  WITH  FIREBRICK 
as  used  on  New  Jersey  Division.  All  of  the  shaking  grates  can  be  used.  The  grate  area 
is  reduced  29%. 

Fig.  2. 

11.  The  locomotive  used  in  the  tests  was  an  Atlantic  Type 
passenger  locomotive  of  the  E2a  class  and  is  shown  in  Fig.  1. 

Coal  Used  in  the  Tests. 

12.  Two  kinds  of  coal  were  tried,  one  a low  volatile  coal, 
which  breaks  up  easily  into  small  particles  and  is  drawn  through 
the  tubes  in  the  form  of  cinders  and  sparks,  and  the  other  a 


6 


Pittsburgh  region  gas  coal,  which  shows  little  tendency  to  dis- 
integrate in  the  firebox.  The  analysis  of  the  two  coals  was  as 
follows : 


Scalp  Lbvel 
Coal 

Penn  Gas  Coal 

Fixed  carbon 

76.98% 

15.96 

58.35% 

35.65 

Volatile  combustible 

Ash 

6.02 

4.71 

Moisture 

1.04 

1.29  . 

100.00 

100.00 

Sulphur 

0.91 

1.15 

B.  t.  u.  per  pound,  dry 

15167 

14864 

Method  oe  Making  Tests. 

13.  The  tests  were  of  two  or  three  hours  duration  in  most 
cases.  The  locomotive  was  run  under  the  test  conditions  for 
about  fifteen  minutes  before  the  test  began.  The  fire  would  then 
have  been  built  up  and  the  rate  of  firing  established  for  the  load 
upon  the  boiler.  The  firing  was  continued  at  the  same  rate  of 
firing  as  shown  by  the  graphical  log  for  each  test. 

14.  The  boiler  was  operated  under  light,  medium,  and  heavy 
loads  and  the  firing  was  done  by  experienced  men. 

Results  of  Tests. 

Low  Volatile  Coal,  Evaporation: 

15.  The  results  of  the  tests  with  the  low  volatile  coal  on  two 
sizes  of  grate  are  shown  on  Tables  4 and  6 and  some  of  these 
results,  showing  the  evaporation  and  efficiency,  are  plotted  in 
Figs.  4,  5 and  6. 

16.  With  the  reduced  grate  there  is  a loss  in  evaporation  and 
efficiency  through  the  whole  range  of  out-put  of  the  boiler;  the 


7 


greatest  loss  being  shown  at  the  lower  rates  of  evaporation. 

17.  When  the  boiler  is  evaporating  water  at  the  rate  of  about 
14  pounds  per  square  foot  of  heating  surface,  the  loss  in  coal 
due  to  the  use  of  the  small  grate  is  about  29.4  per  cent. 

18.  With  the  small  grate  the  boiler  could  be  forced  to  an 
evaporation  of  about  14  pounds  per  square  foot  of  heating  sur- 


QRATE  WITH  FRONT  PORTION  COVERED  WITH  FIREBRICK 
as  used  on  Atlantic  City  Division.  Six  grate  bars  are  inoperative.  The  grate  area 
is  reduced  46%. 

Fia.  3. 

face,  while  with  the  full  size  grate  in  use  the  evaporation  was 
16  pounds  per*^  square  foot  of  heating  surface,  or  an  increase  of 
14.3  per  cent.  The  small  grate  then  limits  the  steaming  capacity 
of  the  boiler. 


8 


19.  The  use  of  the  low  volatile  coal,  such  as  was  tried  in  this 
test,  is  not  present  practice  on  passenger  locomotives,  and  the 
tests  show  very  clearly  that  this  small  grate  is  not  at  all  suitable 
for  this  class  of  coal. 

Cinders  and  Sparks: 

20.  The  immediate  effect  of  a reduction  in  grate  area  with 
low  volatile  coal  is  to  cause  more  cinders  and  sparks  to  be  drawn 
through  the  tubes,  for  the  reason  that,  as  the  area  of  the  grate 
becomes  smaller,  the  draft,  through  what  is  left,  becomes  more 
intense  and  as  a consequence  the  particles  of  coal  are  carried 
along  with  the  gases  in  increasing  quantities.  These  unburned 
cinders  and  sparks  are  almost  entirely  clean  coke,  and  would,  if 
burned,  release  about  ten  or  eleven  thousand  heat  units  per 
pound.  They  escape  unburned,  however,  and  the  heat  that 
they  contain  is  lost.  The  disadvantage  of  increasing  the  spark 
and  cinder  losses  is  thus  apparent,  because  it  means  a loss  of 
heat  that  might  be  made  available  for  evaporation. 

21.  An  indication  of  the  extent  of  the  losses  from  the  cinders 
and  sparks  is  given  in  Table  1 where  the  calorific  value  of  the 
coal  is  compared  with  that  of  the  cinders  collected  in  the  smoke- 
box  and  the  sparks  discharged  from  the  stack. 

22.  With  low  volatile  coal  the  cinders  collected  in  the  smoke- 
box  were  at  times  as  much  as  900  pounds  per  hour,  with  the 
full  grate,  and  it  is  evident  that  even  the  full  grate  is  not  large 
enough,  and  only  allows  this  coal  to  be  burned  with  serious 
cinder  and  spark  losses. 

23.  The  weight  of  the  sparks  thrown  out  of  the  stack  was 
not  observed,  as  a satisfactory  method  for  catching  them  had  not 
yet  been  provided  at  the  time  of  the  tests.  These  sparks  are  large 
in  amount,  however,  and  their  discharge  from  the  stack  is  undesir- 
able as  in  the  course  of  time  they  fill  the  stone  ballast  of  the 
track  and  choke  the  drainage  making  it  necessary  to  frequently 
fork  the  ballast  in  order  to  keep  the  road  bed  in  proper  condition. 

High  Volatile  Coal,  Evaporation: 

24.  Following  those  already  described,  another  series  of 


9 


LOCOMOTIVE: 

TYPE  4-4-2 

CLASS  

NUMBER  .5Z6.6 


Pennsylvania  Railroad  Company 

Philsdelphia,  Ballimor*  A Wuhington  Railroad  Oomgany 
Northorn  Oontral  Railway  Oompany 
Waal  Jartey  A Soathora  Railroad  Oompany 
TEST  OKF>ARTR/IKrMT 


Average  Results  of  Locomotive  Tests 


Bollttln  So*  8 

TC8T  NOS.,  950  to  d53i 

901, 908 ,916,9170918. 


SUBJECT : ...  Grate  Area  Reduc.od, 


Altoona,  Pa,, B.idO-1907 


DRIVINO  WHEELS 

1 

Number  of  Pairs 

._2 

2 

Approx.  Diameter,  inches  _ 

80 

74 

Engine  Truck  wheels 

T6 

4— 

16 

..36—. 

Trailing  wheels 

re 

16 

Diameter,  inches 

50-  - 

80 

Wheel  Base,  Feet 

17 

Driving  Wheel  Base  ... . 

..  7.42 

82 

18 

Total  Wheel  Base 

30*85 

83 

19 

Gage  of  Wheels  

_5d*ia.  _ 

84 

WEIGHT  OF  ENGINE  WITH  WATER 

66 

AT  20.  GAGE  OOCK  AND  NORMAL 

FIRE,  POUNDS 

86 

20 

OnTriirk 

.3716Z 

88 

21 

“ tst  Drivers 

53334  - 

22 

* 2d  " 

..  56o6Z  - 

90 

23 

94 

24 

“ 4th  “ 

— 

26 

“ 5th  “ 

98 

26 

* Trailers 

37000 

102 

27 

Total  — 

.16.4167— 

28 

“ on  Drivers 

llOOOO 

113 

Cylinders 

114 

Diam.  and  Stroke,  H.  P 20.5  X 26 

“ - * L.  P 

rr: 

115 

CLEARANCE  IN  PER  CENT.  OF  PISTON 

116 

DISPLACEMENT 

40 

H.  P.  Right,  Head  End  . 

12.7. 

lie 

41 

* * Crank  “ 

_.  - 12.X-. 

42 

“ Left,  Head  “ 

12*4- 

119 

43 

“ “ Crank  “ 

11*9- 

124 

44 

L.  P.  Right,  Head  “ 

. . .-r._ 

46 

* “ Crank  “ 

125 

46 

* Left,  Head  “ 

...  -r: 

126 

47 

* “ Crank  “ 

~. 

128 

RECEIVER,  Cubic  Feet 

48 

Vnliimn  Right  Side 

— 

132 

49 

*■  Left  “ 

— 

133 

steam  PORTS,  INCHES 

13T 

60 

H.  P.  Admission,  Length  _ 

_ I9.e7_ 

61 

" ‘ Width 

_.-l*4B_ 

68 

L.  P.  * Length 

— 

144 

69 

“ “ Width  . 

— 

146 

66 

H.  P.  Exhaust,  Length.... 

146 

67 

“ “ Width  _... 

_ _2*9e_ 

TO 

L,  P.  “ Length' 

— 

T1 

“ “ Width  _ . 

Piston  rods.  Diameter 
Inches 

High  Presiure S-»472 — 

Low  “ 


Tail  rods,  Diameter, 

INCHES 

High  Presture == 

VALVES  slide 

Type  rouble  Porti?d,£al„ 

Oetign_incr.*£al«  Valve  Co» 

Per  Cent.  Balanced 75a7_. 

Type  of  Valve  MotionStaphansOZl— 
Greatest  Valve  Travel 

High  Pressure,  inches_ Za.0 

Low  ‘ * = 


Outside  lap  of  Valve 

High  Pressure,  inches  1*5 

Low  “ “ _ 

Inside  lap  of  Valve 
High  Pressure,  inrhos  VAg,  0.1  & 

Low  " * - 

Boiler 

Outside  Diam.  1st  Ring 67 

Tubes 

Number 315 

Outside  Diam.,  inches  2 

Pitch  “ _ 

Length  Between  Tube 

Sheet*,  inches  _ 179aT6 

Total  Fire  Area,  tq.  ft.  5*£6 

Boiler  Pressure,  pounds 2Q5 

Superheater 


160 

101 

162 

163 

167 

168 
169 


Grate  Area,  sq.  ft. 

Area  of  Dead  Grates 


4.0.. 


Number  of  Tube.s 

Outside  Diam.  “ inches  _ 

Grate  area 

39.5 

29,76 

Length  of  “ “ 

Firebox,  inside. 

INCHES 

171 

58,71 

77,93 

Length 

Width 

Air  Inlets  to  Ashpan, 

114 _ 
68 

172 

173 

— 

0.13 

3.97 

0.18 

5.27 

sq.  ft. 

. 6*3 

heating  surface, 

Square  Feet 

Of  the  Tub**,  Water  Side_  2471*04  __ 
' ‘ * Fire  • 2162.40 

* * Firebox,  “ * 156.66 

“ “ Soperh'r,  “ * 

Total,  Bated  on  * “ 2319.26  • 


of  Firebox  and 
Water  Side  of  Tubes. 


2627^90 


BOILER  volume 

WITH  WATER  SURFACE  AT  LEVEL 
OF  20  QAOE  COOK 


338*6 

109,9 


Water  Space,  cu.  ft. 

Steam  “ “ “ _ 

Exhaust  nozzle 

Double  Of  Single Single 

Size,  inches 5.625 

Area,  sq.  inches 24.65 

Reverse  lever 

H.  P.  Notches  Forward  of  Center  _ 15. 

L.  P.  Notches  Forward  of  Center — 


RATIOS  Full  Grate 
Heating  Surface  (138)  to 

Grate  Area  (145)  .41*79  . 

Fire  Area  Thru  Tubes  (119) 

to  Grate  Area  (145)  Q.09. .. 

Firebox  Heating  Surface  (156) 

to  Grate  Area  (145) 2.83 

Tube  Heating  Surface  (155) 

to  Fira  Box  Heating  „ 

Sur^ce  (156)  13>^9 


Ratios. Reduced  Grato, 


•USED  IN  0AL0ULATI0N8 


DIMENSIONS  OF  E2a  CLASS  LOCOMOTIVE  5266. 
The  locomotive  used  for  the  Reduced  Grate  tests. 
Table  3. 


10 


■ p.  at»t 

8»iuJ4 


Sheet 


LOCOMOTIVE : 

TYPE A.r4.-Z. 

CLASS  .B2a 

NUMBER 5266,_ 


Pennsylvania  Railroad  Company  Buiietm  ko.  a 

950  to  953 

FUEL:..P.Q»n....G:M. 

...901..  to....91.7 

Scalp  Level 


Phiiedelphia,  BeKimare  & WukUgtee  Beilroad  Company 
Northern  Central  Railway  Company 
Weat  Jaraoy  & Seaahore  Railroad  Company 
VEST  DEPARTMENT 


Average  Results  of  Locomotive  Tests 


SUBJECT 


Altoona,  Pa. 


8-10-07 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

NUMBER 

TEST 

DESIGNATION 

Daraticn 

of 

Tait, 

Nllaa 

per 

Throttle 
Opening, 
Full  or 

Actual 

Cut..ff 

Per  Cent, 

Coal 

Preeeure 

In  Bailer, 
the.  per 

Sq.  inch 

Draft 

In 

Smoke  Box, 
Inch.! 

Draft 

In 

Aih  Pan, 
Inchaa 

CalorlAc 
Value 
of  Dry 

Fuel, 

CIndore 

Coliected  In 

Smoke  Bex, 

Pounds 

Partial 

Cylinder* 

of  Water 

ofWitar 

8.T.U.perLb. 

per  Hour 

'■.P.aeat.aflTkrottlt 

196 

199 

203 

268  to  Z71 

217 

222 

226 

248 

238 

950 

OO-IS-F 

3.00 

19,10 

Pall 

Penn 

204.5 

2.0 

.1 

14713 

126 

151 

120-20-F 

3.00 

28.42 

It 

Gas 

201.4 

3.4 

.2 

14864 

49 

952 

160-25-F 

2.50 

38.02 

M 

tl 

201.9 

3,8 

.2 

14664 

48 

953 

160-3L-F 

2.00 

38,02 

n 

It 

1 198.9 

7.3 

.3 

14864 

91 

901 

60-1 5-F 

3.00 

19.10 

ti 

Scalp 

1201.3 

2,0 

.2 

15264 

52 

908 

120— 20— F 

3.00 

28.65 

ti 

Level 

1201.0 

3.9 

• 7 

15167 

101 

916 

160-24=# 

2.50 

38.20 

« 

II 

1 200.0 

5.2 

.3 

15264 

302 

917 

?.60-27-F 

3,00 

38,20 

II 

|l68.4 

7.7 

.3 

16167 

492 

910 

160-5Q-F 

1,00 

Cl 

0,20 

19 

•' 

Il8-6.>L, 

6-g 

Xa3 

15167 

■ -2P7 

BOILER  PERFORMANCE 

EN6INE  PERFORMANCE 

TEST 

Dry  Fuel 

Water 

i4 

EQUIVALENT  EVAPORATION 

FROM  ANOAT2t2<>  F.,  POUNDS 

Boiler 

Efficiency 
of  Boiler, 
Bated 
on 

Fuel 

Dpft 

ProMure 

la 

Superheat 

In 

NUMBER 

FIrtd 
par  Hoar, 
Potisdi 

Pound!  par 
SthFtef 
6rata 

to  Boiler, 
Poondt 
per  Hour 

Per 

Hour 

Per  Hour 
per  Sq.  Ft 
of  Fire 
Heat'ng  Sur, 

Per 

Pound 

Dry*^uel 

Horee 

Power 

(34HU.ofE,) 

Fire- 

box, 

Branch  Pipe, 
Puuedt 
par  Sq.  In. 

Branch 

Pipe 

Degrees  F. 

338 

338 

340 

344 

345 

347 

349 

360 

2£Q 

230 

950 

1800 

32.58 

14647 

17798 

7,67 

9,84 

515.9 

64.59 

0.5 

951 

2585 

46.58 

20652 

25235 

10.88 

9.76 

731.4 

63,42 

0.6 

952 

3760 

67 

.89 

27590 

53764 

14.56 

8.96 

979.7 

58.22 

1.2 

953 

5480 

98 

.74 

35144 

43030 

1§.56 

7,85 

L247.3 

51.01 

2.1 

901 

1665 

30,00 

14673 

17806 

7.68 

10.69 

516.0 

67.65 

0,6 

19P,3 

900 

2455 

44 

.24 

20135 

24434 

10.54 

9.95 

708,2 

63,36 

1.7 

1 197.7 

916 

4221 

76 

,05 

26436 

32246 

13.90 

7.64 

934,7 

48.34 

1.5 

1 195,0 

917 

4802 

86 

.55 

26670 

34793 

15.00 

7.25 

1008. 5 

46.17 

2.1 

1 165.6 

918 

5581 

100 

,58 

3072! 

37170 

6^66 

1077^ 

42.41 

■2  A- 

1 

engine  performance 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Pry  Steam 
to 

Eaginet, 
Pounds 
per  Hour 

Indicated 

Horee 

Power 

Dry  Fuel 

Indicated 

Horee 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horaa 

Power  Hour, 
Poundf 

C 0 1 

Smoko- 

box 

gases 

Drawbar 

Pull, 

Pounds 

Dyramometer 

or 

Drawbar 

Horee 

Power 

Dry  Fuel 
per 

Dynamem. 

Horee 

Power  Hour, 
Pounds 

D7  Steam 
per 

Dynamom. 

Horae 

Power  Hoori 
Pounds 

Machine 

Efficiency 

of 

Locomotive, 
Per  Cent 

Thermal 

Efficiency 

of 

Locomotlye, 

percent,, 

(iMedonFuel) 

ScQOke 

in 

Peroenli 

214 

879 

380 

381 

266 

383 

384 

386 

398 

399 

950 

14172 

0 

7059 

359.6 

5,03 

39,42 

3,44 

72 

951 

2L448 

0 

7579 

574.3 

4.50 

35,58 

3.80 

38 

952 

27326 

.27 

8766 

888.^ 

4.24 

30.74 

4.04 

46 

953 

34800 

.67 

11790 

1195,3 

4.58 

29,11 

3.74 

32 

901 

14077 

419.8 

3,97 

33.54 

0 

*/27 

327,3 

5.09 

43,02 

3.28 

Vo 

908 

19548 

667.6 

3.57 

28.81 

0 

7280 

556.2 

4.42 

35.16 

3.79 

916 

25529 

LOU,  6 

4.17 

25.23' 

0.06 

8155 

830.7 

5.08 

30,73 

3.28 

Record 

27958 

lO.yO.0 

4.55 

26,50 

0.60 

8757 

892,1 

5.36 

31.34 

3.10 

30057 

2a.4£  . 

0.60 

..9571  ■ 

071^,0 

.5.72 

L30.fl.T 

-am9a.- 

TESTS  WITH  THE  WHOLE  GRATE  IN  USE. 

Two  coals  were  used,  Penn  Gas  and  Scalp  Level.  The  first  a high,  and  the  second  a low  volatile  coal. 

Table  4. 


11 


M.  F. 


laMM 


LOCOMOTIVE: 
TYPE 

CLASS  

NUMBER  ^66 


Pennsylvania  Railroad  Company 

PhliMkIphia.  Baltimore  A Wothinfton  Railrood  Oompony 
Northom  Control  Railway  Company 
Woot  Jorooy  A Seaohoro  Railroad  Company 
XC»X  DK»=»A«TIVtKrsJX 


Bulletin  HOp  6 
FUEL: 

Coal 


Average  Results  of  Locomotive  Tests 
SUBJECT : Gxate. Iraa  Bednhed  to  39^5 ..aqp  ft, Altoona,  Pa., 


RUNNING  CONDITIONS  | 

BOILER  PERFORMANCE 

TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

of 

Toot, 

Hours 

Mllat 

per 

Hour 

ThrottIa 

Opening, 

FuNor 

Partial 

Actual 

Cut-off 

Per  Cant, 
H.P. 
Cylinden 

Coal 

Pressure 

In  Boiler, 

Lbs.  per 

Sq.  Inch 

Oran 

In 

Smoke  Boa, 
Inches 
of  Water 

Draft 

In 

Ash  Pan, 
Inches 
of  Water 

CalofHk 
Value 
of  Dry 

Fuel, 

B.T.U.perLb. 

Cinders 
Collected  In 
Smoke  Box, 
Pounds 
per  Hour 

I.P.ffi.  Cat-eft  Tkrtllta 

196 

199 

203 

2Utll71 

217 

222 

226 

248 

238 

905 

925 

926 

928 

60-15-F 

J.20-20-F 

160-25-F 

160-32-F 

3.00 

3.00 
2,50 

2.00 

19.01 

28,42 

37,78 

37,78 

Full 

ft 

H 

16 

Penn 

Oaa 

200,7 

204.9 

203.1 

201.5 

2.2 

5.5 
4.7 

7.5 

.1 

.3 

.3 

.3 

14411 

14411 

14411 

14411 

26 

31 

81 

120 

TEST 

NUMBER 

BOILER  PERFORMANCE 

1 ENGINE  PERFORMANCE 

On'Ftel 

A«d 

per  Hour, 
Pounda 

Dry  Ftel 
per  Hour, 
Pounds  per 
Sq.  Ft.  of 
Grate 

Water 
Dellyerwl 
to  Bollor, 
Pouada 
per  Hoar 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  212°  F.,  POUNDS 

Boiler 

Horse 

fewer 

(341  U.ofL) 

Efficiency 
of  Boiler, 
Bated 

on 

Fuel 

Draft 

File- 

box. 

Pressure 

In 

Branch  Pipe, 
Pounds 
per  Sq.  In. 

Superheat 

In 

Branch 

Pipe, 

Degrees  F. 

Per 

Hour 

Par  Hear 
pw  8g.  Ft. 

of  Firo 
Heating  Sur. 

Per 

Poend 

el 

Dry  Foal 

338 

339  ■ 

340 

344 

346 

34T 

349 

360 

220 

230 

905 

925 

926 

926 

1602 
25.  36 
3952 
5389 

45.62 

64,20 

100,05 

136.43 

15003 

20097 

26550 

34350 

18483 

24395 

32286 

41602 

7,97 

10.52 

13,92 

18,02 

10.26 

3.62 

3,17 

7.76 

535.7 
707.1 

936.8 
1311.7 

68.76 

64.47 

54.75 

52.01 

0.5 

1,3 

1.5 

2.7 

TEST 

NUMBER 


Dry! 


Indkated 

Horta 

Power 


Dry  Fuel 
per 


Horte 

Power  Hour, 
Pounds 


Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 


C 0 

TiOX 

gsaee, 


Drawbar 

Pall, 

Pound* 


Oynamoototer 

♦r 

Drawbar 

Horte 

Power 


Dry  Fuel 
per 

Dynamom, 


PowerHour, 

Pounds 


Dry  Steam 
per 


Horse 

Power  Hour, 
Pounds 


Machino 

Fffcicncy 

of 

Locomotlee, 
Per  Cent. 


per  Cent. 
(BasedonFuel) 


Thermal 

Efficiency 


Sfeooke 

in 

Peroeni 


379 


381 


266 


383 


384 


386 


398 


399 


905 

925 

926 


0 

0,07 

0 

0,4 


7454 

6072 

9561 

11980 


377,8 

613,7 

963,3 

1207.0 


4,77 

4.13 

4,10 

4,46 


59.48 

52.40 

27.18 

28,15 


3.70 

4.28 

4,31 

s5,96 


18 

24 

36 

52 


TESTS  WITH  THE  GRATE  REDUCED 
as  in  Fig.  2,  and  using  a high  volatile  coal. 

Table  5. 


12 


M.  F.  894  A-Sixth  Sho«t 
SxlUji 

LOCOMOTIVE: 

TYPE 4-r4r?^ 

CLASS IZS, 

NUMBER  S;S66. 


Pennsylvania  Railroad  Company 

Philadtlphi*,  BahiHiar*  4 WMhiagtM  lUilrMd  Cempaiiy 
Ner«h«ni  Caatral  RalhuMy  Campaay 
Wm<  J«r*«y  4 8««<her«  I 


TC8X  OEPARXMCfMX 


Average  Results  of  Locomotive  Tests 
SUBJECT : Gj:.»t.©JijrQS  Reduced  to  29,.76...flq*  ft* Altoona,  Pa. 


Bulletin  ZTo*  6 

945  to  948 
FUEL  :PQPa..]jaa 

....94Q....ta...94.4.. 
Scalp  Level 


.fi«lDr.Q7.. 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

of 

Tert, 

Houn 

Milos 

psr 

Hour 

Throttle 
Openlug, 
Full  or 
PwtItI 

AclutI 

Ciitnff 

Per  Cent, 

H.  P. 
Cylinders 

Coal 

I Prestun 
] In  BoHer, 
i Lbs.  per 

1 Sq>  Inch 

Draft 

In 

Smoke  Box, 
Inches 
ofWtter 

Drift 

In 

Ash  Pin, 
lichet 
efWiUr 

CiloHle 
Vilui 
of  Dry 

FmI, 

B.T.U.perU. 

Cinders 

CoHocted  In 

Smoko  Box, 

Pounds 
per  Hour 

4 P. «.  M.««f  TMtIt 

196 

199 

203 

268  te  271 

1 217 

222 

226 

248 

238 

946 

80-30-P 

3. 

00 

19. 

10 

notches 

27.5 

Penn 

1 195.1 

1.5 

.0 

14713 

30 

948 

120-20-F 

3. 

00 

28. 

65 

Pull 

18.4 

Gas 

I 202.1 

3,5 

• 2 

14713 

42 

945 

160-25-.P 

2, 

50 

38.20 

23.8 

” 

1 200.4 

5.5 

.2 

14713 

93 

947 

160~32~? 

2. 

00 

38. 

20 

32.9 

It 

1 182.6 

7.2 

.2 

14713 

128 

940 

80-1 5-P 

3. 

00 

19. 

10 

n 

14,5 

Scalp 

1 199.1 

2.3 

.1 

15077 

104 

941 

120-20-F 

3. 

00 

28. 

65 

•1 

18,2 

Level 

1 

3,5 

.1 

15077 

324 

943 

80-30-F 

2. 

50 

19. 

10 

»• 

29.9 

l» 

I 202,7 

3.9 

■1 

• •*' 

15077 

327 

942 

944 

160-25-F 

160-25-F 

1. 

1. 

33 

67 

38., 

38., 

20 

20 

24.3 

24.0 

If 

tf  { 

1 195.1 
1 ie7,>£ 

5.7 

• 2 
.1 

15077 

15077 

368 

775 

BOILER  PERFORMANCE 

EN6INE  PEf 

FORMANCE 

TEST 

Di^Fmi 

Dry  Fuel 

HSMf* 

WiUr 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  2120  F. , POUNDS 

Boiler 

ESclency 
of  Boiler, 
Bued 
on 

Fuel 

Draft 

Fire- 

box. 

Preuun 

Id 

Superheat 

In 

NUMBER 

Find 

^Hour, 

Poud< 

Poindt  per 
8<i.Ftof 
Gnte 

to  Boiler, 
Pounds 
per  Hour 

Per 

Hour 

Per  Hour 
per  Sq.  Ft. 

of  Fin 
Heatleq  Sur. 

Per 

Pound 

of 

Dry  Fuel 

Horse 

Power 

(34HU.efE.) 

Branch  Pipe, 
Peundt 
per  Sq.  In. 

Branch 

Pip. 

Degrees  F. 

398 

330 

340 

344 

34S 

347 

349 

360 

220 

230 

946 

1246 

41, 

► 07 

11677 

14178 

6.11 

11.38 

411.0 

74.70 

0,6 

96.3 

946 

2345 

78 

•60 

20209 

24812 

10.70 

10,58 

719.2 

69.4£ 

1.3 

199.3 

945 

3772 

126 

.75 

26403 

32820 

14.15 

8,70 

> 951.3 

57.11 

2.7 

195.8 

947 

5014 

160 

.48 

33067 

40426 

17,43 

0.06 

1171,7 

52.91 

5,0 

179.5 

940 

2195 

73 

.76 

14527 

17652 

7.61 

8,04 

511,7 

51.50 

0,9 

196.2 

941 

3366 

113 

.10 

19613 

23936 

10.32 

7.11 

693,7 

45,54 

1.3 

193.8 

343 

4406 

146 

.05 

22050 

26932 

11.61 

6,11 

780.6 

39,14 

1.4 

199,0 

m 

=JM. 

207 

193 

.§6 

2( 

m 

32846 

14.16 

5.32 

952,1 

34.08 

1.8 

191.8 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 
te 

Engines, 

Pounds 
p^f  Hour 

ladlcated 

Horse 

Power 

Dry  Fuel 
P*f 

Indicated 

Hone 

PowrHour, 

Dry  Steam 
per 

Indirated 

Horse 

Power  Hour, 

C 0 1 

5moko-  I 

box 

gases. 

Drixrbar 

Pull, 

Pounds 

Oyaamometer 

or 

Drawbar 

Hone 

Power 

Dry  Fuel 
P«f 

DyaimMi, 

Horse 

Power  Hour, 

Dry  Stum 
per 

Dyumom. 

Horn 

Power  Hoar, 

Michlaa 

Elllclency 

of 

Ueomotlva, 

ParCont 

Thoraial 

ESdoncy 

of 

Lacoowthrs, 
per  Cut, 

Smoke 

in 

Percent 

Pounds 

Pounds 

Peundt 

214 

379 

380 

381 

286 

383 

384 

386 

398 

399 

946 

11234 

307.3 

4.05 

36,57 

0 

5064 

259.0 

4.81 

43.39 

84.28 

3.60 

2 

948 

19664 

706.4 

5,32 

27*87 

0 

7336 

560,5 

4.18 

35.13 

79.35 

4,14 

22 

945 

26388 

1O31V0 

3.66 

25,58 

0.3 

8360 

851.6 

4.43 

30.99 

82.54 

3.90 

^°rec(rd 

947 

32408 

1232,4 

4,07 

26.30 

0.7 

9831 

1001.5 

5,10 

32.97 

61.26 

3.39 

38 

940 

13816 

417,6 

5,26 

33,10 

0 

6712 

341,9 

6,42 

40,43 

81,67 

2,63 

Ho 

941 

16996 

685.9 

4.91 

27.99 

0 

7092 

541,9 

6»21 

35,42 

79,01 

2,72 

943 

20889 

720,0 

6,12 

29.30 

0.47 

[12321 

627,6 

7.02 

33.61 

87,17 

i.40 

Record 

HI 

6.06 

5.2Q 

25,95 

26l5L, 

_J^ 

\m 

ill± 

ilL 

jm 

JM 

m 

TESTS  WITH  THE  GRATE  REDUCED 
as  in  Fig  3,  and  using  both  a high  and  low  volatile  coal. 

Table  6. 


EQUIVALENT  EVAPORATION  PER  POUND  OF  DRY  COAL. 

CO-ORDINATE  PAPER.  J B.  WtBB.  Hot-oken,  N.  J.  NtCATm,  2 


13 


EVAPORATION  PER  POUND  OF  COAL. 

The  upper  line  is  for  the  full  grate  and  the  lower  line,  showing  much  less  water  per  pound  of  coal,  is 
for  the  grate  blocked  off  to  the  smallest  area.  The  coal  used  was  Scalp  Level, 
a low  volatile  light  friable  coal. 

Fig.  4. 


CO-ORDINAI'E  PAPER.  J B.  Weib,  Hoboken,  N.  J. 


14 


EFFICIENCY  OF  BOILER. 

The  large  grate  as  shown  by  the  upper  line  gives  the  best  results.  The  coal  has  been  plotted  in  total 
pounds  per  hour  instead  of  per  square  foot  of  grate,  because  there  were 
two  sizes  of  grate.  The  coal  used  was  Scalp  Level. 

Fig.  5. 


15 


tests  was  run  on  three  sizes  of  grates  to  show  the  effect  of 
changes  in  the  grate  area  when  using  Penn  Gas  coal,  which  is 


Table  1. 


Test 

No. 

Calorific  Value,  B.  t.  u. 

Per  Pound 

Kind  of  Coal 

Grate 
Area 
Sq.  Ft. 

Of  Dry 
Coal 

Cinders 

Sparks 

901 

15264 

11713 

10868 

Scalp  Level 

55.5 

908 

15167 

10606 

8484 

u 

u 

916 

15264 

9287 

9042 

u ' 

u 

917 

15167 

9701 

11617 

1 

u 

918 

1 

15167 

11497 

10899 

u 

u 

950 

14713 

10808 

19028 

Penn  Gas 

55.5 

951 

14864 

10659 

9540 

u 

U 

952 

14864 

11430 

11017 

u 

u 

953 

14864 

11312 

10370 

« ! 

1 

u 

905 

14411 

11109 

11109 

Penn  Gas 

39.5 

925 

; 14411 

9008 

9298 

“ 1 

1 “ 

926 

14411 

10691 

10572 

u 

a 

928 

14411 

9971 

10452 

! « I 

u 

940 

15077 

10227 

10227 

! Scalp  Level 

\ 29.76 

941 

15077 

10868 

11997 

' ‘‘  

1 “ 

943 

15077 

11291 

12216 

i u 

1 

U 

942 

15077 

11351 

11977 

1 

U 

944 

15077 

10660 

11677 

a 

u 

946 

14713 

8623 

10300 

Penn  Gas 

29.76 

948 

14713 

10061 

11672 

! « 

-- 

u 

945 

14713 

11198 

11618 

1 “ 

u 

947 

14713 

10898 

11018 

a 

u 

high  in  volatile  combustible  and  is  representative  of  the  kind  of 
coal  used  on  passenger  locomotives.  The  grate  areas  chosen  were 
those  referred  to  in  the  first  portion  of  this  report,  namely:  full, 
39.5  and  29.76  square  feet.  With  this  coal,  the  results  obtained 
are  very  different  from  those  with  the  low  volatile  coal.  Figs.  7, 


16 


8 and  9 and  Tables  4,  5 and  6 show  the  results  with  the  high 
volatile  coal.  Unless  the  boiler  is  forced  to  high  rates  of  evapora- 
tion, the  evaporation  per  pound  of  coal  and  the  efficiency  of  the 
boiler  are  not  much  influenced  by  the  reduction  in  the  grate. 

25.  It  is  noticeable,  however,  that  the  full  size  grate  gives 
an  equivalent  evaporation  of  18.56  pound  per  square  foot  of 
heating  surface,  as  a maximum,  while  with  each  reduction  in 
grate  the  evaporation  is  decreased.  It  is  18.02  with  the  medium 
grate  and  17.43  with  the  small  grate.  The  full  grate  is  none  too 
large  for  high  volatile  coal,  and  a reduction  in  it  limits  the  output 
of  the  boiler. 

Cinders: 

26.  In  Fig.  9 the  cinders  caught  in  the  smokebox  are  shown 
with  the  dry  coal  fired  per  hour.  At  all  rates  of  firing  the  cinders 
are  increased  with  the  blocking  oflf  of  the  grate,  showing  again 
that  the  full  size  grate  is  none  too  large. 

Smoke: 

27.  The  smoke  was  observed  during  the  trial  with  the  high 
volatile  coal  with  the  results  shown  in  Table  2. 


Table  2. 

Average  Smoke  (Ringelmann  Scale)  Penn  Gas  Coal. 


Test 

Miles 

PER 

Cut-Off 

Throt- 

Average 

Smoke 

Analysis  of  Smoke- 
box  Gases 

Size 

OF 

No. 

Hour 

tle 

IN 

Per  Cent 

Oxygen 

CO 

C02 

Grate 

950 

19 

1 

1 15 

Full 

12 

9.60 

0 

9.30 

55.5sq.ft. 

905 

19 

15 

U 

18 

9.9 

0 

8.9 

39.5  " 

951 

28 

20 

U 

38 

7.73 

0 

10.33 

55.5  “ 

925 

28 

20 

u 

24 

7.9 

.07 

10.3 

39.5  “ 

948 

28 

20 

u 

22 

7.33 

0 

11.0 

29.76  " 

952 

38 

25 

u 

46 

7.07 

.27 

10.80 

55.5  “ 

926 

38 

25 

u 

36 

6.4 

0 

10.7 

39.5  “ 

953 

38 

32 

u 

52 

5.73 

.67 

11.13 

55.5  " 

928 

38 

32 

u 

52 

4.4 

.4 

11.18 

39.5  “ 

947 

38 

32 

i 

a 

38 

4.9 

.70 

11.9 

29.76  “ 

17 


Flip® 

11 

‘‘J 

laiiJii 

W 

w 

w 

9^ 

Tm 

1 

I 

TfT 

1 

W 

4 

“P 

Td 

;l 

Ml 

H 

i 

g 

ffl 

M 

1 

1 

im 

-(-1 : ■ 

4 

TI 

M 

± 

4 

:■■  r- 

IS 

m 

1 

lliHI 

I 

1 

■ii!! 

m 

1 

1 

i 

% 

i 

!ti 

WS 

e;;' 

M 

1 

li- 

: 

1 

p 

|I 

' i,  M 

Td  TT 

ti'  f -H 

P 

E 

ffj® 

p 

f 't i { i|j  I'iij  !j-| 

w 

1) 

II 

|i 

1 

#1' 

ilH 

P 

ii 

ii 

p 

Sptf 

gJ]L 

If 

it  il!-: 

1 

M 

i! 

4 

Mj 

4 

,1-; 

4 

ii' 

titi 

Aid 

P 

Ukiitji 

4£ 

uii  ill 

ii.il 

4 

tii 

U 

1 

iX 

m 

4 

% 

Mr 

lli 

ii'j  f f j 

}!  il 

I4 

“t 

T* 

■il 

f 

ri  ■ 

n.. 

1 !■ 

J ■ 

P 

u 

;|f:: 

tl"  i 

4t 

ill; 

it 

1 

_L 

1 

■1 

® 

4 

1 

H'i 

E 

1 

ii;i 

jl 

III 

1 i 

imp  i 

t H!i 

1 

If  11  lip 

1 

1 

i 

4 

M 

iki 

'ir 

'K 

!:i 

r . 

F 

Tm 

P 

tprl 

r'il 

Ij!’  r 

r 1 

\m 

ki-^ 

iiili 

w 

M 

i 

tit 

iti 

i 

titi 

w 

ti' 

,ij. 

1 

I 

IP 

illti 

illtii!! 

ir  t 

ip®  4 

T'l 

,i 

iPie 

M 

I 

g 

tiS 

I 

4 

W 

K 

:r^' 

d-i' 

■1 

T 

1 

tt: 

M 

4 

1 

iti  liii 

4 

p 

IP^: 

;;|  jjf 

i| 

i 

p 

M 

P 

4 

H 

s 

.4 

i 

Kii! 

;i:r 

im 

if 

ifit 

• 1 1 1 

Iti  1 ti 

4 

4 

3:1 

'i 

IS 

km 

4 

til 

P 

■44 

':sr 

4 

Ir' 

:t-l.4 

;7r- 

it 

4 

i'  ■ 

d? 

pr-l 

4 

M 

nil 

$J.. 

TTf 

4i-i 

itrr 

•jj 

ITT 

;H 

ilu. 

til; 

fe 

w 

4 

_i 

:i’- 

1;::  .r 

iiPi 

■pT 

i7-4i'  . ‘:’j. 

HiS 

Ik 

1= 

4 

- r‘ 

Jyi 

4 

Fl 

:r 

4 

1.!: 

i| 

:■  ■ 

M 

n:  .r 

3 

■Hf 

i-'  ■ 

i'- 

Tti 

7 h 

~T.- 

ELj 

4.' 

14 

H::. 

ip 

~ 

pi  ■• 

ip 

xHt 

44^ 

iBUPP:^ 

W 

4 

■id: 

t4-'r 

: -'1 

1-7- 

..f 

r -; 

ii 

1 , • 

F 

n 

F 

pm 

m 

t ppai  ^"7 

I 

ii 

it 

4 

I 

trti 

uti 

pa 

aiS; 

1 

pppl 

BfJ 

k 

4 

i 

■ Hr' 

-'ti 

titi 

Hr 

4 

■_  f 

l_j 

4 

i ppi  m 

■1 

I 

4 

P 

tii 

4 

titi 

fti 

ii. 

. r 

F 

L 

-1.4- 

pi 

1 

ffii 

ii 

t 

p 

4 

M 

il 

1 — r 

titi 

il 

P 

1 

i 

r 

A 

i:.. 

nrFI 

'17;' 

i 

Mm 

I® 

± 

[■!  14 

mi 

n 

M 

4 

z'-- 

TFT 

il 

if 

TTp 

tif 

f 

tti 

K 

iiiMi  a- 

tit  ‘ii: 

H*;; 

;:4' 

il 

Si 

1 

oil 

i 

# 

m 

•'Fi 

-z 

T 

J_ 

"■'4 

4 

4 

■ 

rnr 

Pi 

mm 

pji 

m 

4 

titi 

i ; ■ 

1 

T~1 

fji 

Id 

~ 

i 

s 

L~ 

H7  ,'• 

teffr 

- J - T 

lit 

p 

4 

w 

isr 

4 

titi 

I 

d J 

-■fi 

/ 

rH 

i.: 

gti 

i . ■ 

f IR'I- 

m 

.1- 

i 

tlti 

i- 

M 

i 

w 

1 - , 

ryr 

P 

titiij 

±ii& 

ppg  1 

MKli 

“Tt" 

ki 

1^: 

J 

i 

LU; 

tig 

M 

4 

til 

";t 

% 

4 

E 

J... 

p 

’-  .1 

■'  j 

ii 

:.! 

/l! 

P 

irl 

iJ: 

P 

Hrl 

1 

4 

4 

liii 

1 -7 

4 

' 'fiM'  ~ 

'i; 

p;r 

rrtt 

tipn 

i 

P 

n 

s 

% 

i 

M 

^U 

4 

Ji  t r 

*rt'  ■“  ii 

pj 

iillp  ■'■'■'■ 

.tft  nm 

.jv,_pg  i;i 

li 

3 

■'i 

4 

}}u 

-pHi 

4 

ip 

4 

il.T' 

^T“ 

Uii 

1 

13; 

til 

titi 

p 

mi: 

::.ii;  ::. 

yrrtj:! 

ti: 

jljr  ]r 

Iliipi 

.TT  Tru  \ 

-iimw 

i 

M 

iti 

Tiff 

4 

'H?t 

A 

n-i  i-l 

!i 

ii 

i 

»|;r 

4 

titi 

gii 

•fp:  ■#!; 

P 

4 

tW 

PP 

g 

Slip- 

M 

i 

M 

m 

P 

i 

m 

m 

titi 

fm 

Trip 

1® 

ii.ii- 

ill 

1 

'f.i ; : 

P|S 

w 

M 

M 

M 

w 

i 

I 

i 

P 

i 

p 

-f-H 

i 

4 

llpP  IP 

p p 

M 

p 

tl' 

p 

Ig 

p 

M 

if  F 

P 

g 

M- 

r; 

s 

p 

4: 

tig 

m 

pp 

p 

1 njjm-[]:i!-± 

ijli  ±5 

;:»: 

:±:ffi 

' ti 

fpl 

pu 

M 

tS 

ti| 

g- 

Hi 

m' 

ffi 

jjti 

T 4 : ti 

w. 

Tp 

Eas:'ts: 

.!444  - *1 

11::: 

5:K::::;e:::;:R 

: 4"  • -RT 

4'h4- 

lill 

£^t 

, 4It 

S ' 

ill  I'ti 

! 1 [j'jT 

^ ifrTM H ’’/I ^ 

ffir  ±± 

USIl 

tfflttttt ' ■ tr  ■ ^ 

i fli 

m ; 

uT 

M 

yj# 

By 

HtJ 

titi 

'itr 

yS 

w ' 

F 

i 

m 

m 

PP 

p 

-f-jM  1 

:f  it4^_|4-|-[  t-  tVrr 

■tjtttttfT  '-S'- 

-TTI 

it 

ffli 

S : 

H 

jn-j 

m i 

Iggg:; 

1 Si 

m 

i 

g 

m 

iM 

1 

w 

i' 

g 

4 

P 

1# 

P 

p 

til 

ifti 

S 

1 

if 

gti 

ti- 

w 

p 

U 

P 

4 

il‘- 

IIKI 

! 1 f.r 

-Iti; 

Jiri  jl!! 

titi 

mm 

jpi  - 1- 

lill! 

m 

ml 

m 

II 

m 

g 

'M 

M 

HI 

tii 

1 

1 

P 

iti  i < 

titi 

4 

II 

II 

j 

M PI 

1 

1 

1 

1 

1 

1 

I 

1 

I 

1 

i 

1 

1 

1 

It# 

hM 

ii 

1 

E 

4 

m 

liii:::il 

Ilf 

1 

Hlil 

m 

ilii 

Hi 

Ills 

1 

1 

1 

1 

1 

1 

1 

1 

1 

m 

Ulii 

ffi 

1 

m 

Sis 

CINDERS  COLLECTED  IN  SMOKEBOX. 

With  this  coal.  Scalp  Level,  there  is  little  difference  between  the  two  sizes  of  grate,  in  the  quantity 

of  cinders  collected. 

Fig.  6. 


18 


EVAPORATION  PER  POUND  OF  COAL,  PENN  GAS  COAL. 

With  this  coal  the  effect  of  the  differeQce  between  the  grates  does  not  appear,  except  that  the 
maximum  evaporation  is  reduced  with  each  reduction  in  grate  area. 

Fig.  7. 


19 


EFFICIENCY  OF  BOILER,  PENN  GAS  COAL. 
Three  areas  of  grate. 

Fig.  8. 


CO-ORDINATE  PAPER.  J B.  We»b.  Hoboken,  N.  J.  •.♦  negative. 


CINDERS  COLLECTED  IN  SMOKEBOX,  PENN  GAS  COAL. 

The  effect  of  a reduction  in  grate  surface  is  very  clear  on  this  diagram,  and  the  large  amount  of 
cinders  with  the  smaller  grate  indicates  where  the  losses  occur  that  limit  the 
boiler  capacity  with  the  small  grate. 

Fig.  9. 


21 


28.  In  general  with  this  high  volatile  coal  the  smoke  shown 
is  less  with  the  smaller  grate  than  with  the  whole  grate  in  use. 
The  decrease  in  smoke  is  considerable  with  the  smallest  grate. 
There  is  a decrease  of  27%  in  one  case  and  42%  in  the  other. 

29.  The  combustion  on  the  small  grate  would  appear  from 
this  to  be  better  than  the  relatively  slower  combustion  on  the 
large  grate,  and  this  may  be  due  to  the  combustion  chamber  that 
is  formed  at  the  front  end  of  the  grate  over  the  blocked  off 
portion. 

30.  The  figures  from  the  analysis  of  smokebox  gases  are 
too  inconsistent  to  be  used  as  the  basis  for  any  deductions  in 
regard  to  combustion  on  the  different  grates. 

31.  After  the  tests  on  the  E2a  locomotive  with  the  front  end 
of  the  grate  blocked  off,  a series  of  tests  was  made  with  a 
locomotive  of  the  H6b  class  having  the  grate  made  solid  around 
the  edges. 

32.  As  these  tests  are  similar  to  the  foregoing,  in  that  part 
of  the  grate  surface  was  blanked  or  blocked  off,  they  will  be 
described  in  what  follows: 


22 


GENERAL  ARRANGEMENT  OF  H6b  CLASS  LOCOMOTIVE. 
Used  in  Solid  End  Grate  tests. 

Fla.  10. 


“Tk  r 


GRATE  WITH  SOLID  ENDS. 


The  second  form  of  grate  modification  and  results  from  its  use. 


INTRODUCTION. 

33.  For  a long  time  past  the  Pennsylvania  Railroad  Com- 
pany’s locomotives  have  had  grates  with  side  bearing  bars  that 
fit  close  to  the  firebox  sheets  so  that  no  air  can  enter  the  firebox 
between  these  bearers  and  the  sheets.  The  sheets  are  thus 
protected,  for  a space  of  about  2 inches,  from  direct  contact  with 
cold  air  entering  the  furnace, 

34.  It  has  been  proposed,  in  endeavoring  to  prevent  smoke, 
that  this  protecting  strip  be  widened  and  the  air  entering  through 
the  grate  be  compelled  to  come  up  at  a greater  distance  from 
the  firebox  sheets,  and  tests  of  such  an  arrangement  have  been 
made.  It  was  expected  that  this  blocking  of  the  grate  would 
result  in  better  combustion  and  evaporation  and  a reduction  in  the 
amount  of  smoke  on  account  of  the  higher  furnace  temperature 
that  would  be  possible.  The  results  were  not  as  anticipated,  and 
no  advantage  was  found  in  the  use  of  the  solid  end  grates. 
There  was  an  increase  in  the  smoke  and  no  saving  in  coal 
from  their  use. 


Description  of  Grate. 

35.  In  order  to  test  the  effect  of  such  a modification  of  the 
grate,  a set  of  grates  as  shown  in  Figs.  11  and  12  were  prepared 
for  the  H6b  class  locomotive.  The  photograph  shows  one  section 
each  of  the  front  drop  grate,  half  grate,  filling  piece  and  one 
section  of  the  rocking  or  finger  grate  bar.  The  pieces  shown, 
make  up  the  forw^ard  end  of  the  grate  on  one  side  of  the 
firebox. 

36.  On  the  outside  end,  or  the  end  of  each  grate  bar  nearest 
to  the  sheets,  the  openings  through  the  grate  have  been  closed  up 
or  the  ends  made  solid.  This  solid  part  is  about  6 inches  wide, 
making  a section  of  solid  grate  about  9 inches  wide,  if  we  include 

(2,3) 


24 


the  grate  bearing  bar,  all  the  way  around  the  firebox.  The 
firebox  sheets  were  thus  protected  more  perfectly  than  is  usual, 
and  better  combustion  and  less  smoke  was  expected  from  this 
arrangement. 

37.  The  total  grate  area,  measured  up  to  the  firebox  sheets 
is  48.66  square  feet  and  the  air  openings  through  the  grate  with 
solid  ends  are  a total  of  15.41  square  feet  or  31.7  per  cent  of  the 
grate  area.  The  grate  without  the  solid  ends,  or  the  standard 
grate  for  this  locomotive,  has  air  openings  of  17.6  square  feet  or 
36.4  per  cent  of  the  total  grate  surface. 

The  Tests. 

38.  Five  tests  of  this  grate  were  made  and  they  were 
chosen  so  that  they  cover  a wide  range  in  evaporation.  All 
of  the  tests  were  made  with  an  H6b  class  locomotive,  see 
Fig.  10.  There  were  two  speeds  and  cut-offs.  For  com- 
parison with  them,  five  other  tests  with  this  locomotive  at 
similar  speeds  and  cut-offs  with  the  usual  or  standard  grate 
have  been  selected. 

39.  In  all  of  the  tests  Jamison  run-of-mine  coal  was  used. 
The  analysis  of  this  coal  is  as  follows : 


Fixed  Carbon 55.57 

Volatile  Combustible 31.59 

Ash 11.95 

Moisture 0.89 

100.00 

Sulphur 2.21 

B.  t.  u.  per  pound  of  dry  coal 13540 


The  firing  and  handling  of  the  locomotive  were  the  same  in 
all  of  the  tests. 

40.  The  results  of  the  tests  are  shown  on  Table  9 and 
diagrams  Figs.  13  to  16. 

41.  Table  7 showing  observations  of  the  smoke,  would 
indicate  that  there  is  a trifle  more  smoke  with  the  solid  end 
grate  than  with  the  standard  grate. 


25 


GRATE  WITH  SOLID  ENDS. 

As  applied  to  H6b  Class  Locomotive. 

Fig.  11. 


26 


Table  7. 


Te?T  Number 

Test  Designation 

Average  Smoke 
Number 

Standard  Grate 

Solid  End  Grate  ! 

M.P.  H. 

Cut-Off 

Throt- 

tle 

Stand- 

-ARD 

Grate 

! Solid 
End 

; Grate 

1200.400 

1 

1200.405 

12.86 

1 

20%: 

Full 

12 

I 14 

1200.399 

1200.406 

12.86 

30%: 

u 

12 

14 

1200.401 

1200.407 

12.86 

1 40% 

u 

12 

! 16 

1200.404 

1200.408 

19.3 

‘ 40%: 

u 

22 

26 

1200.410 

* 1200.409 

jl9.3 

i 45%: 

(( 

32 

30 

1 

This  is  further  illustrated  on  the  diagrams  Figs.  13  and  14 
which  show  the  average  smoke  with  coal  fired  and  the  average 
smoke  with  water  evaporated. 

42.  On  the  diagram  of  evaporation  per  pound  of  coal  and 
evaporation  per  square  foot  of  heating  surface  (Fig.  15),  no 
difference  can  be  found  between  the  two  grates.  The  boiler 
capacity  is  apparently  not  limited  to  any  great  extent,  by  the  use 
of  this  solid  end  grate. 

Conclusions  (Grate  Area  Reduced). 

43.  It  has  been  demonstrated  that  with  a light  friable  coal 
which  easily  forms  cinders  and  sparks  in  large  quantities,  the 
blocking  off  of  the  grate  has  a very  bad  effect  and  there  can  be  no 
justification  for  making  the  large  grate  smaller.  If  the  low 
volatile  coal  is  to  be  used  in  locomotives  which  are  operated  at 
rates  close  to  their  capacity,  there  should  be  provided  a larger 
grate  area  than  is  now  customary. 

44.  With  the  gas  coal  the  conclusions  are  not  so  decidedly  in 
favor  of  the  full  grate,  for  with  this  coal  there  is  a little  less 
smoke  with  the  smaller  grates,  but  at  the  same  time  there  is  a 
reduction  in  the  capacity  of  the  boiler  to  generate  steam  which  is 
a much  more  serious  limitation  to  the  usefulness  of  the  locomotive 
than  is  compensated  for  by  the  slight  reduction  in  smoke.  We 
must  conclude,  therefore,  that  the  methods  of  blocking  off  the 


GRATE  BARS  WITH  SOLID  ENDS. 

Each  of  the  different  shapes,  which  make  up  the  whole  grate,  a'-e  shown.  There  are  four  of  the 
drop  grate  sections  and  18  of  the  finger  grates. 

Fig  12. 


29 


grate,  that  were  investigated,  result  in  limiting  the  power  of  the 
locomotive,  and  the  slight  advantages  shown  in  ease  of  firing  and 
reduction  of  smoke  would  better  be  secured  in  some  other  manner 
])y  which  the  locomotive’s  power  would  be  increased,  rather  than 
diminished. 

Recommendations  (Grate  Area  Reduced). 

45.  These  tests  disclose  the  fact  that  any  limitation  of  the 
active  portion  of  the  grate  reduces  the  maximum  capacity  of  the 
locomotive  and  the  practice  of  reducing  the  grate  should  not  be 
permitted  with  either  high  or  low  volatile  coal. 

Conclusions  (Grates  With  Solid  Ends). 

46.  From  these  tests  it  appears  that  there  is  no  advantage 
shown  by  the  solid  grate.  The  evaporation  per  pound  of  coal 
is  not  improved,  and  there  is  more  smoke  than  with  the  standard 
grate.  (Paragraphs  41  and  42.) 

Recommendations  (Grates  With  Solid  Ends). 

47.  There  is  little  promise  of  important  developments  in 
smoke  prevention  from  such  devices  as  this  solid  end  grate,  and 
our  recommendations  are,  that  further  efYorts  in  the  improvement 
of  combustion  be  directed  along  other  lines. 

C.  D.  YOUNG, 

Engineer  of  Tests. 


Approved  : 

J.  T.  WALLIS, 

General  Supt.  Motive  Power. 

Test  Department. 

Altoona,  Penna., 

August  31,  1912. 


31 


M.  P.  894A_ 

M-  lOK 

LOCOMOTIVE: 
TYPE  2-a-O 
CLASS  _H6b.  _ 

NUMBER  2860 


7 t imn 


Pennsylvania  Railroad  Company 

Philulalphia,  Baltimore  i Wathingten  Railroad  Oompany 
Northern  Central  Railway  Company 
Weat  Jertey  dL  Seathera  Railroad  Company 


Bulletin  Ho*  8 

TEST  NOS.,  1200,399  to 


TEST  OEPARTrviEr*JT 

Average  Results  of  Locomotive  Tests 


1200,410 


SUBJECT:  Standard  and  Golld  End  Gratos 


Altoona,  Pa.,  4-20-1912 


Driving  Wheels 

Piston  Rods,  Diameter 

, 

Number  of  Pairs  

4 

Inches 

2 

Approx.  Diameter,  inches 

66 

74 

High  Pressure  _ . 4 

184 

Engine  truck  Wheels 

76 

Low  “ — 

165 

14 

Number  - 

_ B - 

TAIL  Rods,  Diameter, 

166 

16 

Diameter,  inches 

___-  3a  _ 

INCHES 

167 

trailing  Wheels 

78 

High  Pressure  . 

•168 

16 

A*  • 

80 

Low  “ . . .r  _ - 

169 

Wheel  Base,  feet 

VALVES 

17 

Driving  Wheel  Base..  _ 

16,26 

62 

Type  Vlaton  

13 

Total  Wheel  Base 

24,84 

83 

Desigt*Amr,Bal, Valve  Co, 

19 

Gage  of  Wheels 

4,75 

84 

Per  Cent.  Balanced  100 

WEIGHT  OF  ENGINE  WITH  WATER 

86 

Type  of  Valve  MotionWalscbOOrtB 

1 60 

AT  20.  GAGE  COCK  AND  NORMAL 

Greatest  Valve  Travel 

FIRE.  POUNDS 

86 

High  Pressure,  inches 6,26 

161 

20 

On  Truck 

21667 

88 

Low  • « „ 

2 1 

“ 1st  Drivers 

45667 

Steam  lap  of  valve 

162 

22 

' 2d  ‘ 

42683 

90 

High  Pressure,  inches  ,91  

163 

23 

• « 

47500 

94 

Low  “ “ 

167 

24 

• 4th  * 

40850 

ExheuatLAp  of  valve 

26 

“ 5th  ' 



98 

High  Pressure,  inchesWog,  ,QS 

166 

26 

m 

. 

102 

Low  * * ^ 

169 

27 

Total  — .. 

198267  _ 

BOILER 

28 

• on  Drivers 

176600 

113 

TypeBalpftlra^r.'l  da  FireboX- 

171 

Cylinders 

114 

Outside  Diam.  1st  Ring  _71,l8 

Diam.  and  Stroke,  H P 

22  X 28 

Tubes 

172 

. . « . p 

116 

Number  373 

CLEARANCE  IN  PER  CENT.  OF  PISTON 

116 

Outside  Diam.,  inches  2 

173 

DISPLACEMENT 

Pitch  “ 2,6875 

40 

H.  P.  Right,  Head  End 

12,5 

118 

Length  Between  Tube 

174 

4 1 

“ • Crank  “ 

10,7 

Sheets,  inches  ...  164,28  

42 

“ Left,  Head  “ _ 

12,2 

119 

Total  Fire  Area,  sq.  ft.  6,23  . . 

43 

“ ' Crank  “ 

10,8' 

124 

Boiler  Pressure,  pounds  205 

44 

L.  P.  Right,  Head  - 

Superheater 

46 

• '■  Crank  “ 

- 

126 

Number  of  Tubes  — 

46 

■ Left,  Head  “ 

126 

Outside  Diam.  “ inches — 

47 

■ • Crank  “ , . 

r 

128 

Length  of  “ “ — 

Receiver,  Cubic  Feet 

Firebox,  inside,  inches 

48 

Volume  Right  Side 

^ 

132 

Length  116,32 

49 

* Left  “ 

133 

Width 65,04  _ . 

STEAM  PORTS, 

Inches 

137 

Air  Inlets  to  Ashpari, 

50 

H.  P.  Admission,  Length 

30  _ 

sq.  ft 7,66 

6 1 

• • Width 

2_ 

Grates 

68 

L.  P.  • Length 

- 

144 

Type — RocJciug  finger - 

69 

• • Width 

- 

146 

Grate  Area,  sq.  ft. 48,66 

66 

H.  P.  Exhaust,  Length 

Ko  port— 

146 

Area  of  Dead  Grates  0 

67 

‘ “ Width 

. 

Air  inlots  throucJi  gratos 

70 

L.  P.  * Length 

- 

•q.  ft,  15,41 

71 

Width  .. 

Heating  Surface, 

Square  Feet 

Of  the  Tubes,  Water  Side  2673,68  _ 
■ • ‘ Fire  “ 2339,23 

* “ Firebox,  * * 16Jj,06 

“ * Superh'r,  ‘ •“  . — 

Total,  Based  on  ‘ “ 2606,29 

of  Firebox  and 

Water  Side  of  Tubes  2833^74  _ 

Boiler  Volume 
with  water  surface  at  level 

OF  20  QAQE  COOK 

Water  Space,  cu.  ft.  349,7 

Steam  - “ “ 83^1 

Exhaust  Nozzle 

Double  or  Single  _ 3 ingle 

Si/e,  inches 6,63 

Area,sq.  inches  ^,69 

Reverse  lever 

H.  P.  Notches  Forward  of  Center  22 
L.  P.  Notches  Forward  of  Center  — 


Ratios 

Heating  Surface  058)  to 

Grate  Area  045) 

51,49 

Fire  Area  Thru  Tubes  019) 
to  Grate  Area  (145)  _ 

.13 

Firebox  Heating  Surface  (156) 
to  Grate  Area  (145) 

.?.41_ 

Tube  Heating  Surface  (155) 
to  Fire  Box  Heating 
Surface  056) 

nJSEO  IN  CALCULATIONS 


DIMENSIONS  OF  THE  H6b  CLASS  LOCOMOTIVE 
on  which  the  solid  end  grate  tests  were  made. 

Table  8. 


32 


M.  g.  394  A-aixth  Sheet 
» sluJi 

LOCOMOTIVE: 

TYPE 2-8rP 

CLASS  

NUMBER  


Pennsylvania  Railroad  Company 

Philedelphie,  BsHiawM  & Wnhiegton  Reilrud  Cempaiiy 
Norihern  Ccatrel  Railway  Company 
Wcat  Jaraoy  & Saaahoro  Railroad  Company 
TEST  DEPARTMENT 


Bulletin  VOp  8 

FUEL : . Jamison 
CqsI 


AvERAQC  Results  of  Locomotive  Tests 

SUBJECT: Standard  and  Solid  find  Gr&to  Altoona,  Pa.,. 


RUNNING  CONDITIONS 

BOILER  PERFORMANCE 

TEST 

NUMBER 

TEST 

DESIGNATION 

Duntlon 

of 

Test, 

MilO! 

per 

Throttle 
Opening, 
Full  or 

Actual 

Cut-off 

Per  Cent, 

Kind 

of 

Pra!!ure 

In  Boiler, 
Lbi.  per 

Draft 

In 

Smohe  Box, 
Incho! 

Draft 

in 

Ash  Pan, 
Inchn 

Calorific 
Value 
of  Dry 

Fuel, 

Oadars 

Collactad  In 

SnxAa  Bex, 

Pounds 

Hour! 

Partial 

Cylindort 

Crete 

Sq,  inch 

of  Water 

of  Water 

B.T.U.porU. 

psr  Hour 

R.  P.  a.  Citefl  Ttnltla 

196 

199 

203 

268  te  271 

217 

222 

228 

246 

236 

1200.400 

80-20-F 

2 

12.86 

Full 

1 

ttandar^ 

202.4 

1.5 

0 

13540 

19 

1200.399 

8G-30-P 

2 

12,86 

N 

99 

204.8 

2.1 

0 

13S93 

24 

1200.401 

eo-«io-F 

2 

12.86 

•9 

99 

203.8 

3.6 

0 

13540 

69 

1200.404 

120-40-F 

2 

19.30 

•9 

99 

198.3 

5.3 

0.1 

99 

94 

1200,410 

120-46«F 

1 

19.30 

m 

W 

202.9 

5.6 

0,2 

99 

254 

1200.405 

80-20-F 

2 

12.1 

36 

•9 

204,8 

1.4 

. 

M 

17 

1200.406 

80-3 0-F 

2 

12.86 

*• 

99 

203.0 

2.1 

0.1 

19 

27 

1200,407 

80-40-.F 

2 

12.06 

99 

99 

205.1 

3.4 

0.1 

H 

37 

1200.408 

120.40-F 

2 

19.30 

99 

99 

107,8 

5,0 

0.1 

99 

94 

^,409 

120-4 5-F 

1 

19.30 

99 

99 

6.5 

0>2 

99 

254 

BOILER  PERFORM 

lANCE 

ENGINE  PE 

IFONMANCE 

TEST 

Dry  Fuel 

Dry  Fuel 

Water 

Dolivofcd 

equivalent  evaporation 

PROM  ANQ  AT  2t20  F.,  POUNDS 

Boiler 

Efficloney 
of  Boiler, 

Baood 

on 

Fuel 

Draft 

Praooure 

la 

Superheat 

In 

NUMBER 

Fired 
per  Hour, 
Pound! 

Pound!  per 

Sq.  rt  of 
Onto 

to  Boiler, 
Pound! 
per  Hour 

Per 

Hour 

Per  Hour 
per  8q.7t 
of  Fire 
Heating  Sur. 

Hone 

Powor 

OAHU.ofE.) 

In 

Firebox 

BnnchPIpa, 
Poaadi 
parSq.  In. 

Branch 

Pipe 

DegreaaF. 

338 

339 

340 

344 

345 

347 

340 

360 

220 

230 

1200,400 

1867 

38, 

.16 

14850 

18237 

7,28 

9.82 

528.6 

70,05 

0.7 

1200,399 

2346 

48, 

.21 

17678 

21509 

8,59 

9.17 

623.4 

66.13 

0.8 

1200.401 

3469 

71,29 

23844 

29046 

11.59 

8,37 

841.9 

69.70 

1.3 

1200.404 

4893 

100, 

.56 

30625 

37273 

14.88 

7,62 

1080.4 

64,35 

2.0 

1200.410 

55S0 

113, 

,65 

33058 

40155 

16.05 

7.26 

1163.9 

51,79 

2.0 

1200.405 

183S 

37. 

.68 

14435 

17467 

6,97 

9,62 

506.0 

67.91 

0.6 

1200.406 

2S40 

48, 

,09 

17416 

21186 

8.46 

9,05 

614.1 

64,55 

0.8 

1200,407 

3274 

67, 

.28 

23467 

28643 

11.45 

8,75 

830.2 

62.41 

1.2 

1200.408 

5042 

103, 

.62 

31010 

37786 

15.08 

7,49 

1095.2 

53.45 

1.9 

1200.408 

16.80 

1147.4 

53^06 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

Dry  Steatn 
to 

laiilcaM 

Dry  Fuel 
per 

Dry  Steam 

P« 

C 0 [ 

Drawbar 

Dynamometer 

Dry  Fuel 
per 

Dry  Steam 
pw 

Machine 

Effidency 

Thermal 

Effidoncy 

Saolso 

NUMBER 

Engines, 

Horse 

Indicated 

Indicated 

in 

Pull, 

Drawbsr 

Oynamam. 

Dynamom. 

of 

of 

In 

Pounds 

porHour 

Pouter 

Horse 

Power  Hoar, 

Horse 

Power  Hour, 

Gases 

Pounds 

Horae 

Powor 

Hone 

Power  Hour, 

Horse 

Power  Hoar, 

Locomotivei 
Per  Cent. 

Lacomotivo, 
per  Cent,, 

Per  oont 

Paaads 

Poundt 

I 

Pounds 

(laaodonFunh 

214 

370 

360 

361 

286 

383 

384 

386 

398 

399 

1200.40C 

14306 

0 

14034 

481.4 

3.86 

29,72 

4.87 

12 

1200.399 

17400 

0 

18027 

645.6 

3.63 

26.94 

5.23 

12 

1200.401 

25466 

0.2 

24968 

856.5 

4.05 

27.40 

4.64 

12 

1200,404 

30254 

0 

20301 

1044.6 

4.68 

26.96 

4.02 

22 

1200.41C 

32658 

0.8 

21743 

1110.7 

4.94 

29,19 

3,80 

32 

1200.40f 

14220 

0 

14176 

486.3 

3.77 

29.24 

4.99 

14 

1200.40( 

17206 

0 

18497 

634.5 

3.69 

27.12 

5.09 

12 

1200 ,40T 

23170 

0.4 

26051 

859.3 

3,81 

26.96 

4.93 

16 

1200.404 

UQ0.4QS 

30635 

—32102. 

iiJ 

Lm 

mi 

1:8 

i8:il 

m 

$$ 

RESULTS  OF  TESTS  OF  SOLID  END  AND  STANDARD  GRATES. 
Jamison  Coal. 

Table  9. 


coordinate  paper.  J.  B.  We>B,  Hoboken,  N.  J.  BtGATiTt, 


33 


SMOKE,  AND  COAL  FIRED, 

The  solid  end  grates  make  a little  more  smoke  than  the  regular  form  of  grate.  Jamison  Coal. 

Fig.  f3. 


CO-ORDINATE  PAPER.  J B.  WEBB,  Hoboken,  N.  J.  megaTIVE, 


34 


SMOKE  AND  EVAPORATION. 

The  solid  end  grate  again  shows  more  smoke  than  the  standard  grate.  Jamison  CoaU 

Fig.  14. 


EQUIVALENT  EVAPORATION  PER  POUND  OF  DRY  COAL. 

CO-ORDINATE  PAPER.  J B Ws»B.  HoPok«n.  N.  J.  NECATirt. 


3r> 


EVAPORATION  PER  POUND  OF  COAL  AND  RATE  OF  EVAPORATION. 
No  difference  can  be  found  between  the  two  grates.  Jamison  Coal. 

Fig.  15. 


^ ATE  PAPER  J R WiM  Hoboken.  N.  J.  ‘ «CAT<v*  3 


36 


COAL  PER  DYNAMOMETER  OR  DRAWBAR  HORSEPOWER,  AND  DYNAMOMETER 

HORSEPOWER. 

There  is  little  or  no  difference  between  the  two  grates.  Jamison  Coal. 

Fig.  16. 


37 


GRAPHICAL  LOG  OF  TEST. 

The  following  diagrams  show  the  boiler  pressure, 
speed,  drawbar  pull  and  weight  of  coal  and  water 
for  each  ten  minute  interval  of  the  lest.  A diagram 
is  drawn  for  each  test  and  is  on  file  witn  the  Test 
Plant  records.  A few  representative  diagrams  are 
shown  here. 


38 


M P.  Expenmenuil  D-1 

Pennsylvania  Railroad  Company 

PHILItOei.rHI*,  BALTIHOm  & WASnmOTOH  Rmliioao  Cowpamy 

Northehm  Central  Railway  Company 

West  Jersey  i.  Seashore  Rai^oao  Company 

Sheet  No  P--316  test  department  Bolletln  No. 

Graphical  Log  of  Locomotive  Test 

Orate  irea  Bedoeed  altoona.  pa.. 

U P Iti^ 

1 1 i«M 

8 

11-26-06 

zsn 

— 

iti 

J 0 

<Jo 

a 

a J 
Wtf)  i 

S HH  E 

P| 

m 

filliiiil 

iKn{»:p::K:u: 

Hbl 

■ :i 

::s:::s. 

iHiiiis 

niisis* 

liil; 

iiiiili 

s:i::: 

sK-i-s: 

sHilinilHill 

iilH 

sHHiss 

::s:::s:: 

> 6 

■■“•si:: 

:i ::::::! 

11:1111 

mil: 

1 

ii 

<°  P 

iU:::::SS 

i:::::;::::::::::::: 

: i 

::s::: 

i:::::: 

lliill 

ifnnsnsii 

111:11111! 

::::::: 

Hii 

11 

ilia: 

~r 

iSiiiiHSUSHHii 

: itiiiiit 

ill 

Ig 

^ jf  f 

HI 

111 

Iji  1 

liii 

W 

ililoiill 

"iUidS 

Lit 

ip 

Sf 

iw4 

ilg 

11 

H 

11 

k.  1 

m 

ii 

i 

m 

iii 

" - 

11 

Hilill- 

::::::» 

’ 

:Kn:B 

ss::::: 

Isssi: 

11 

w 

ii 

pp 

spii 

ill 

ijilHij 

JUiHI 

illi  III 

s::::: 

Hmil 

;;;;;;! 

Hi! 

i 

1 

ZOO 

mi 

tsc 

— 

1 

8 

ii 

1 

s 

-gilt; 

MM 

s 

Ii 

pgj 

Jpg 

iniilisU 

ss:ss:: 

sHKiSir 

■Hii  liiil 

::::  hk: 

SWdWa 

iililli 

liil 

i 

IP 

ja 

Bi 

i 

•litiiL' 

Tft 

SHiliSu 

^t:  litii 

!!»!»»: 

IS. 

m 

ii 

boiler  pressure,  lbs.  per  so.  in.  ^ 

36 

EBfi 

zzit: 

— 

f 

j-iHH-irs 

lii-iOlH 

mt 

pi 

HilHlii 

iiiiiii 

:::: 

mff 

a 

mm 

iHUl 

ii 

mm 

i 

1 

ii 

mm 

m 

1 

1 

1 

I 

^ { 

ii 

ii 

iff  p 

111 

111 

lUIlH 

liil 

:::::!s::e 

HHHiiiil 

::H:HH1: 

sss:ss 

lllf 

Ilf 

Ifijn 

11 

sa:n:::a 

UHHt;; 

s::s: 

llHHl 

ss::; 

iliinj 

His:: 

s::s:: 

:::::s 

1 

1 

a-IHnSs: 

Hjisisif 

iili 

HIFSUH 

nUHsif 

iliHliil 

ilitlii 

mi 

= 

' 

Si 

IS 

B 

liS 

m 

IflHi-nSHS: 

^ss-sH;:: 

Un;:: 

■••1 

illi 

li 

REVOLUTIONS  PER  MINUTE  AND  SPEED  IN  MILES  PER  HOUR  *' 

SOQO 

1 

ii  j 

mwf 

T 

S 

Pag 

w. 

M 

ii 

^isHjlin 

HU ::::::! 

:::ss::u 

jiisns 

|i 

i 

IP 

DRAWBAR  PULL.  POUNDS  | 

1 

j 

U 

plli 

L--- 

mm 

liil 

ill 

in; 

1 

ii 

Ii 

liiii 

nil 

:ss:sn:us 

iii 

IHiL 

lii|i|i 

■yriii 

liilnr 

::::::: 

s;:::: 

i« 

1 

i 

i 

3 

a 

ml 

H 

K 

ffl 

^11 

ISii 

fiiil 

“ 

HHiaS! 

::u:s:e 

I 

1 

1 

ii 

II 

HnnHjis 

::ssais 

iilf 

PI" 

iilTinf 

J.: 

M 

1 

II 

m 

•HHp 

yiili 

Hii 

ss 

jiiiiil 

IB 

BB 

llli 

ifsin? 

1 

mil 

Pllllljl 

- 

^:::l 

HHin:: 

»!i] 

lilHII 

iHl 

Hi 

HsiH-sis:; 

::::::::::: 

;::nr:r 

I 

1 

ml 

ii 

■ 

SSSiriH! 

m 

m 

ilHli 

IHHHI: 

..  t“ 

::::: 

I 

II 

:: 

:b::S:L 

i«**  1 

liil 

1 

I 

ill 

* 

ill 

1 [- 

Ilf 

111 

4:1:111 

ituii: 

i 

i 

ii 

Kit 

P 

i: 

!:; 

::: 

fill -Mi 

s :s::: 

HH 

i:s::ts;: 

::::s: 

30200 

_Q_ 

iliiiiii 

ill;;? 

WM 

Rsnaia 

11^ 

mw 

ii 

illi 

-Hi:: 

::t:R:::: 

‘ 

H-nHT: 

““ 

•is: 

1 

liiii 

liiil 

iilii 

Oir 

is: 

:::: 

ss 

1 

iis 

i! 

!:> 

::::;::s 

liiil 

iii^iif 

Iii 

tilt 

1 

iliii 

ii 

ijl 

mmE 

Stf  tfati 

III 

iii 

liiiLjp 

i|. 

s 

4 

! 

I 

i pi 

^Jiii 

iiHHHi; 

I;; 

Iii 

ia 

iP 

iii 

lit 

JB 

if  i 

0 

Iff 

‘llsidiH 

H!n  - 

liil 

"“I 

: 

:::::::::: 

t 

I:::::-:: 

1 

III? 

1 

>••• 

m 

il 

•HHiiS 

uxsssss 

1 

'§ 

1 

1 

iii 

iSS 

Ssiil 

■ 

11 

Iii 

11 

mmm 

1 

O 10 

<;UPPCR  riOURES  R.  P.  M 
I.OWCP  riOURES  APPROX. 
SPEED  IN  MILKS  PER  HOUR 

20 

30  40  80  1 lO  20  30  40  SO  t 

LENGTH  OF  TEST — MINUTES  AND 

2 'O  20 

HOURS 

30  40  SO  2 

Locomotive 

Type  4»r4.^ 

Class  *2a 

Number  5266 

S»««< 

Ir 

M»«< 

Mf 

Hssr 

1 

. Rsssliitlons 
per 

MIsuts 

Cut-off 

PsrCsnt., 

H.  P. 
Cylindsrs 

Throttle 

Opening 

Full 

PsrfisI 

Evtporstior 
Pousdt  of 
Witer  per 
Pound  of 
Cool 

Tes 

T No.  918 

lEt  no.  P^15 

88.S 

I 160 

30 

Poll 

5,43 

She 

41 


M.  P.  Bxp«ntDent«i  D-1 

12  ft  J0U 

Pennsylvania  Railwoad  Company 

Pmilaulphia,  Balpikmc  at  Waimmutom  Rwlmoad  coarllMv 

NomHcna  Ccktral  Railway  C<»Ar*MY< 

WUT  Jtmr  \ SCA.HOM  Railpoao  Comaant 

Sheet  no.  P--317 

TEST  DEPARTMENT 

Bulletin  No  a 

Graphical  Log  of  Locomotive 

Test 

arata  iraa  Reduced. 

AiTooRA,  Pa  .4-10-1907 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


LOCOMOTIVE 

Type  4-4»«2 
Class  E2a 
Number  5266 


Speed 

Mdcs 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cyliodori 

Throttle 

Opening 

Foil 

Partial 

Evaporation 
Poundi  of 
Water  per 
Pound  of 

Coal 

37,78 

160 

25 

Pull 

6.62 

Sheet  No.  iU517 


42 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 


11  I itu 

« * w>4 


Sheet  No,  P-318 


Orate  ifroa  Reduced, 


West  Jersey  a Scrshore  R«ilro*o  Cumprrv 

TEST  DEPARTMENT  Bullotlll  NO. 

Graphical  Log  op  Locomotive  Test 


Altoona,  Pa..  4»*11««1907 


SUPPER  FIGURES  R.  P.  M. 
LOWER  FIGUR  ES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  4-4-2 
Class  B2a 
Number  5266 


40  50  I lO  20  30  40  50  ^ 

LENGTH  OF  TEST MINUTES  AND  HOURS 


Speed 

in 

Miles 

per 

Hsur 

SevolutiSBs 

per 

Mlsuts 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Fsll 

or 

Psrtlsl 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

37.78 

160 

32 

Poll 

6.29 

Sheet  No. 


43 


M.  P.  Experimental  D-1 

PENNSYLVANIA  RAILROAD  COMPANY 


Sheet  No.  P-319 


TEST  DEPARTMENT  Bwlletla 

Graphical  Log  of  Locomotive  Test 


No 


Orate  irea  Radaoed 


Altoona.  Pa..  1*^9—1907 


UPPER  FIGURES  R.  P.  Iv1  . 
L.OWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


locomotive 
Type  4-4-2 
Class  sZa 
Number 


20  30  AO  SO  I lO  20  30  40  50  ^ 

LENGTH  OF  test MINUTES  AND  HOURS 


20  30  40  50 


5266 


Speed 

Miles 

per 

Horn 

RevoluHpns 

per 

Wl.mlT 

Cui-sir 

Per  Cent., 

H.  P. 
CvV'Juri 

Tprottle 

Opening 

Full 

Parral 

Lvjpo.'ution 
Pounds  nf 
Water  per 
Pound  of 

Loni 

36*2 

160 

25 

Pull 

5.57 

T e ST  No.  944 


Sheet  No.  ^-319 


44 


M.  P.  Experiuieatal  D-1 

Pennsylvania  Railroad  Company 

PHIHOewPMIA.  Baltimow  i WASMINaruN  Railboao  Compakt 

Northcan  Central  Railway  Company 

West  Jersey  & Scasnorc  Railroao  Compahy 

Sheet  No.  P^20  test  department  Bulletin  No.  8 

Graphical  Log  of  Locomotive  Test 

Grate  Area  Reduced  altooma,  pa  . 1-31-07 

— 

tfl 

J 0 

< z 
Od 
Uo 
a. 

FEED  WATER 
POU  N DS 

m 

: Ttj;  tt 

Lffim 

a 

JT5 

m 

SE: 

sIjP 

•g 

gt 

P 

55^ 

TO 

.3:;:u;hk::;:::;; 

■*T^ 

tip* 

.f4-f  -H— 

4444it 

a 

T*  irr: 

;:ii 

ilfieaiaaffifiEiii 

iH 

::u:n::;:i:K::::: 

p 

pp 

g:S}fy 

pp 

a 

Ig 

a 

Hty 

jiaf 

i!i 

::;i 

ii 

a 

Hi 

TO 

in  wf 

M 

iHniiilliillii 

P 

m 

Rp 

l:S: 

\izi\ 

::h::::su 

eiSH: 

w 

S 

1 

Hi; 

UK*  r 

ii 

rtn* 

uii 

M 

TO 

ii  W 

!il 

6 

1 

im 

P 

la 

a 

5 a 

ip 

S 

1 

it 

UU 

i:;t  *1 

u;j  n 

f ! 

ii 

TO 

:nr 

i;  ill  i 

Mg 

HI 

ffi 

P 

Pp 

|ip 

a 

ttrr 

Ti 

fr?? 

U 4i  4- 

i UIa 

IP 

-41  -lr4  t U B'  1 

— 

ifiiiiz 

Sp 

a 

irti  Hi; ; 

JH  a 

TO 

ig[ 

tilt  ||  i 

1 -ffu 

tfe 

TO 

BH  TO  TO  Si  1 

1 

1 

11 

■ 

"*S; 

MMk 

li 

id 

a 

m 

- 1 

tft 

i 

1 

HH 

IHiil 

•4!  5 

jl  iiU 

hE5 

ii 

aL 

1 

lid 

W 

@ 

liHpH 

i 

1 

P 

5;:! 

iKU 

lliilHil 

ryanqt:::::^::; 

iHHI-ibn::!:!:! 

:H;;n 

piSti 

n-.f  pn  a 

p 

1 

i 

IB 

1 

Mg 

♦Hu 

TO 

tTO 

UUJ 

if 

j m 

P 

llg| 

iHiilliynilililli 

SK 

m 

»H::SS 

giiHs 

ii 

1 

un 

i'-4, 

TA4L-2 

rA 

2^ 

y-^ 

g 

if’; 

H? 

Ha 

uH 

iat 

a.'[ 

1 

1 

"tlSI 

-|Ha 

??  TO1 

■g 

ruii 

s 

1 

1 

1 

Ii 

I 

1 

llji 

?500 

m 

tr^ 

ilH 

ffll 

IT.  a? 

( 

% 

a r 

::  yu 

iX 

Bit  MTt  i 

f-  ||k 

g 

TO 

t il  Sfi  1 1 

1 

ss 

HE 

is 

Kr 

pi 

Ii 

i 

II” 

-1 

15 

TO 

1 

:ta| 

i;U  1’ 

fi.'  „ 

f 4 

::  ,tn 

nr 

^1 

1. 

X 

1 

P 

TO 

|i! 

* 

1 

llil 

w 

;a; 

S 

ifil 

a 

gr 

:i:: 

—5 

4 

T 

V.W 

P 

BOILER  PRESSURE.  LBS.  PER  SO.  IN.  | 

38 

iiS 

Pps 

t;  Hu 

15{J  t 

4m  -^r 

i!i- 

”*T 

> 

IF 

HP 

1 

H ||!S1ih 

pH 

■rpp 

^ HH 

U1 

Hn  :: 

•i  :...| 

4 

z 

M 

!i  r if  if 

't  r-| 

P 

W" 

H i S P ill 

'ex 

O 

z 

q; 

UJ 

a 

tA 

■ X 
z 

s 

ifi 

0 
z 
< 

z 

1 

z 

0. 

z 

h 

> 

a: 

i3DCDC 

& 

re: 

iia 

5a  H 

t 

1 

juj 

^ J-H 

fr 

T 

i 

^§1 

Ii 

i 

P 

itBijp 

i 

1 

ii 

n 

nm 

Hr 

?ir 

mm^ 

rjii 

■we*— 

-^y 

1 

1 

i 

1 

1 

Ii® 

1 

m 

Vjt 

11 

SSie 

1 

1 

1 

1 

m 

1 

1 

m 

1 

1 

5^ 

pia 

Hi 

I 

1 

1 

H 

DRAWBAR  PULL.  POUNDS  1 

mrnm 

Sli 

11 

11 

HS 

Ilf 

^11 

M 

i 

CHT~ 

an- 

" 4n. 

H’T 

[a 

If  ^ 

1 

1 

m 

m 

1 

1 

g 

1 

1 

1 

I 

1 

1 

i 

1 

1 

1 

-fr- 

. a 

i 

ki 

iL 

1 

s 

I 

S 

1111 

utas:ntr 

iHi;n»5i 

mwi 

Itei 

ii 

iiii 

Kh:3i 

a" 

::::  f 

tl  a- 

/ 

r 

rf: 

F*- 

***1 1* 

“1 

PPR 

1 

trpHji 

5aa 

L 

mT 

a. 

a 

:? 

i::: 

T 

‘ 

1 

1 

TO  TO  ti 

11 

i'li 

2 

lii  r 

2000 

5p 

;:n. 

Hi* 

i 

7 

t 

a1 

I 

a: 

Ttp  TO  f? 

It 

--- 

hi* 

ii: 

iluptjp 

11 

1 

- / 

I t 

|Tr 

!ui 

5; 

1 T^nn 

a aaj 

I 

lUU 

TTT* 

4L 

la: 

jiii 

1- 

J 

, 

cJ  M-  a 

Ttr- 

^ 1 

1 

JlauUkcJ 

pjM 

I^Ui 

IT  arri 

a y 

i 

TTTtl 

::ui 

?UT 

:iu 

Ti 

2ii 

ijii 

“ 

t" 

3! 

iu 

4 

I Htn 

:t  mil 

hTT 

7 

E 

Ptl  S 

‘Hn  ■* 

4“  1 

uy 

4 

iia 

HI; 

rM-  t! 

j 1 

I, 

1 

1 

ii  ri‘ 

5tr  ht  jf 

3 

1 

fjf  fl  > 

[iSljfl 

§1 

p 

- 

'J'  ' 

t|: 

HIT 

u 

iT 

;:il 

TO  t? 

I “, 

1 

‘ 

»! 

pn  tj 

't 

P 

k 1 i'l  1 1! 

TOon 

_Q_ 

0 

m 

iS 

a 

ipH]! " 

::t! 

— 4i 

s 

1 

“JM 

FT 

L. 

P 

aa  hr  p 

P 

si. 

t 

Lilli'S 

liillli 

"irr 

T’  arf 

1 

T 

u - 

s 

h: 

J 

i'A 

•-  H, 

L 

pi 

ffi 

s 

p 

tnf 

H 

iB  ttn  iff*  ^ 

|2i;s.|. 

Pi'  L'  i 

amaHaii 

ftsfi 

im 

id 

Hfc 

£ 

'' 

' 

J"*! 

i.r 

- 

P 

njikt 

i 

i 

illi 

O lO  20  30  AlO  SO  1 lO  20  30  AO  SO  ^ 30  AO  50  ^ 

I-IUPPER  FIGURES  R.  P.  M LENGTH  OF  TEST — MINUTES  AND  HOURS 

l_OWER  FIGURES  approx. 

SPEED  IN  MIL.es  PER  HOUR 

Locomotive 

Type  4-4-2 

Class  B2a 

Number  5266 

Spetxl 

in 

Mil«s 

per 

H0..r 

RevoluNons 

MIruIs 

Cut-off  r*™"'' 

For  Cost., 

cyii»«i.n  p;;„ 

EvaporstioA 
Poundi  of 
Witsr  psr 
Psuik)  of 

Coal 

Test  no.  946 

38.2 

160 

25  Pull 

7.04 

Sheet  No.  P^20 

45 


Sheet  NoP^-JUa 


M.  P.  Bxp«rlim«ni«l  D-1 

Pennsylvania  Railroad  Company 

PMnAOXLPHiA,  BALriMam  & Wachihotoo  Railroad  coairant 
Nortmcrm  Ccmtiuu.  Ra  lwav  Coaaraiiv 
Wi»r  JtR«K  A SAAUion  Railroao  Comramt 


TEST  DEPARTMENT  BallStlS 

Graphical  Log  of  locomotive  Test 


NO. 


11 1 ini 
iiu^ 


8 


Locomotive 
Type  <^-^2 
Class  B2a 
Number  5286 


Speed 

H»ur 

ReralutiMii 

ixr 

MiRuti 

Cul-eir 

Per  Cent., 

H.  P. 
Cylinders 

Throttlf 

OpeniDK 

Full 

Partial 

Evaporation 
Pouadt  of 
Water  per 
Pound  of 

Coal 

38.20 

160 

32 

Fall 

6.62 

Sheet  No.  P-521 


46 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PHtLAOCLFHlA,  BALTUftOAC  A.  WASKIMOTON  ftAlLfl 

Noathcm  Ccntral  Railway  CoMfANv 
Wur  JtRSCY  A.  SCAtHOflC  Railroad  Com^amy 


13  • 1311 

«xi«K 


Sheet  No  P-S22 


TEST  DEPARTMENT  Bulletin 

Graphical  Log  of  Locomotive  Test 

(irate  Area  Reduced 


NO. 


Altoona,  Pa..  3-8-07 


UPPER  riGURES  R.  P.  M 
UOWER  FIGURES  APPROX. 
SPEED  )N  MILES  PER  HOUR 


L OCOMCrWE 
Type  4-4-2 
Class  E2a 
NuMsen  6266 


20  30  40  so  ^ 10  20  30  40  SO  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Spevd 

Mil«s 

per 

Hour 

Revolutions 

per 

Minute 

Cul-off 

Per  Cent., 

H P. 
Cylinders 

Throttle 

Oponirc; 

full 

or 

Part'ol 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

38.0 

160 

25 

Pull 

7,23 

Test  No.  952 


Sheet  No.  P-322 


r 


47 


M.  P.  BzD«nnicmt*l  D- 1 

Pennsylvania  Railroad  Company 


U » mi 
sxUH 


PmiKOCIMI*.  BALrMom  A Wa«HHWT(»<  R«il>kmo 
NORTHCIW  CcNruL  Railwat  CoarANT 
WUT  JIRUr  A StASHOM  Railaoa/j  Cumaa 


Sheet  No  P-SSS 


TEST  DEPARTMENT  Bullotln 

Graphical  Log  of  Locomotive  Test 


NO. 


Orate  Area  Bednced 


Altoona,  Pa  , 3-9—07 


UPPER 

LOWER 

SPEED 


FIGURES 
FIGURES  . 
IN  MILES 


30  40  30  I lO  20  30  40  50  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Locomotive 
Type  4-4-2 
Class  E2a 
Number  5266 


Sprfd 

M'ies 

per 

Hour 

RevftlutiiHi» 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

FuM 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

38,0 

160 

32 

Pttll 

6,33 

Test  No.  953 


Sheet  No.  Pw323 


48 


49 


M.  P.  Bxperlmantal  D-1 

Pennsylvania  Railroad  Company 

nwjwcLrHiA,  BuirnKMi  & WAaMNOTon  R*h.k>i)o  Co«r«m 
NOMTHCMI  CCRtlUa  RAH.WAT  COAIPAHT 


u t mi 
s*foB 


Sheet  No.  Ikj(25 


Wnr  Jkrmt  A Sia«mom  RAtuwAO  Comtaat 

TEST  DEPARTMENT 

Graphicau  Log  of  Locomotive  Test 


Bolletln 


No. 


aratea  with  Solid  liinds 


Altoona.  pa..12-22— 1909 


SUPPER  FIGURES  R.  P.  M 
UOWER  FIGUR  es  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  2-«-0 
Class  Hgt 
Number  2860 


30  AO  50  I 

LENGTH  OF  TEST — MINUTES 


2 

AND  HOURS 


Speed 

fliles 

per 

Hour 

Revolutions 

p«r 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Openipp 

Full 

P»rt'»l 

Evoporatiop 
Pounds  ciT 
Water  pe 

Founj^  o£ 

Coal 

i2*8e 

80 

40 

7.10 

Test  No. 1200*407 


Sheet  No.  Bp326 


PENNSYLVANIA  RAILROAD  COMPANY 


Locomotive  Testing  Plant 

AT 

ALTOONA,  PENNA. 


BULLETIN  No.  9 (REVISED) 


FonMERLY  Bulletins  Nos.  11  .\nd  28 


SELF-CLEANING  FRONT  END 


Copyright,  1912,  by  Pennsylvania  Railroad  Company 


1912 


THE  E3a  CLASS  ATLANTIC  TYPE  LOCOMOTIVE. 
The  type  of  locomotive  used  in  the  Front  End  tests. 


(4) 


CONTENTS. 


I.  Self-Cleaning  Front  End  for  E Class  Locomotive. 

PAGE 

Introduction, 

Reasons  for  adoption  of  self-cleaning  front  end  and  general 

principle  of  their  design 7 

Description  of  standard  front  end.  Front  end  used  on  E or 

Atlantic  locomotives 8 

Master  Mechanics’  Association  front  end 9 

The  locomotive  on  which  the  tests  were  made 12 

Draft  and  back  pressure 12 

The  tests ‘ 18 

Preliminary  tests 21 

Table  1,  draft  in  front  end — Scalp  Level  Coal 22 

Final  tests 29 

Tests  with  different  firemen 31 

Table  2,  Self-cleaning  front  end  compared  with  standard.  37 

Conclusions 52 

Recommendations 62 

II.  Self-Cleaning  Front  End  with  H6b  Class  Locomotive. 

Introduction, 

Self-cleaning  front  end  H6b  class  locomotive 41 

The  standard  front  end 41 

Front  end  with  baffle  plate 42 

The  B.  & A.  V.  or  Buffalo  self-cleaning  front  end 42 

Erie  Division  or  Sunbury  self-cleaning  front  end 42 

Self-cleaning  front  end  as  designed  and  used  on  the  Lines 

West 42 

The  tests 42 

Conclusions 53 

Recommendations 53 


(5) 


LOCOMOTIVE  TESTING  PLANT. 


r- 


SELF-CLEANING  FRONT  END  FOR  E CLASS 
LOCOMOTIVE. 

The  development  of  a Self-Cleaning  Front  End  for  the  E Class 
or  Atlantic  Type  Locomotive. 


Conclusions  and  Recommendations  on  page  52. 


INTRODUCTION. 

1.  In  this  bulletin  is  described  the  development  of  a self- 
cleaning front  end  for  our  Atlantic  Type  locomotive,  and  a 
comparison  is  made  of  some  forms  of  front  ends  on  our  Con- 
solidation locomotives.  The  results  of  the  experiments  lead 
us  to  believe  that  satisfactory  self-cleaning  front  end  arrange- 
ments have  been  found  which  will  increase  the  capacity  of 
these  locomotives  for  sustained  runs  without  decreasing  their 
efficiency. 

2.  Our  locomotive  smokeboxes  retain  a large  part  of  the 
cinders  entering  them  from  the  tubes,  and  provision  is  made 
for  cleaning  them  at  terminals  or  at  coaling  points  on  the 
division.  This  regular  cleaning  out  of  the  accumulated  cin- 
ders is  an  expensive  and  troublesome  operation,  but  a greater 
objection  to  the  retention  of  cinders  in  the  smokebox,  is  the 
fact  that  they  fill  the  passage  through  which  the  gases  are 
drawn,  and  interfere  with  the  draft.  Eventually,  in  many 
cases,  the  passages  are  so  closed  up  that  the  locomotive 
fails  entirely. 

3.  It  has  seemed  desirable  to  remove  these  conditions, 
which  limit  the  steaming  of  the  locomotive,  and  various 
devices  have  been  tried,  the  object  of  which  is  to  cause  all  of 
the  cinders  to  be  discharged  from  the  stack.  The  method  of 
producing  this  self-cleaning  effect,  is  to  create,  in  the  smoke- 
box,  a restricted  opening,  through  which  the  cinders  are  drawn 


(7) 


8 


in  a rapidly  moving  stream  of  gases.  If  the  passages  in  the 
smokebox  are  large,  the  flow  of  gases  is  too  slow 'to  carry 
along  the  cinders. 

4.  At  the  same  time  that  the  narrow  passage  is  provided, 
the  other  parts  in  the  smokebox  must  be  adjusted  so  that  the 
whole  internal  arrangement  of  the  smokebox  will  act  as  a 
unit  in  creating  sufflcient  draft  upon  the  fire  and  in  discharg- 
ing the  cinders. 

5.  This  bulletin  describes  a series  of  experiments  with 
locomotives  of  the  E class,  or  Atlantic  Type,  and  H6b  class 
or  consolidation  type  in  developing  smokebox  arrangements 
that  would  be  self-cleaning,  and  at  the  same  time  give  good 
results  in  steaming. 

6.  Satisfactory  results  were  finally  attained  for  the  E class 
with  an  arrangement  as  shown  in  Fig.  19  and  for  the  H6b 
class  in  Fig.  25.  The  development  of  the  E class  front  end 
will  be  the  first  described. 


Description  of  Standard  Front  End. 

7.  The  front  end  or  smokebox  arrangement  now  in  use  on 
a large  number  of  our  Atlantic  Type  passenger  locomotives 
of  the  E class,  is  shown  in  Fig.  2.  The  outside  stack  is  16 
inches  in  diameter  at  the  base  and  has  a taper  of  one  inch 
diameter  per  foot  of  height.  The  inside  stack  is  not  tapered. 
The  diaphragm  plate  is  perforated  and  has  an  adjustable 
plate  on  the  lower  edge,  a netting  covering  the  perforations. 

8.  This  arrangement  will  be  referred  to  in  the  report  as 
the  standard  front  end. 

9.  A large  number  of  tests  of  various  kinds  have  been 
made,  on  the  Testing  Plant,  with  class  E2a  locomotive  5266 
equipped  with  this  standard  front  end,  and  while  it  has  been 
found  to  be  a very  good  arrangement,  when  it  is  frequently 
cleaned,  so  far  as  the  steaming  of  the  locomotive  is  concerned. 
It  is  not  self-cleaning,  and  with  friable  coals,  the  accu- 
mulation of  cinders  in  the  front  end  may  be  as  much  as  1000 
pounds  per  hour — a quantity  that  seriously  interferes  with  the 
draft  and  necessitates  cleaning  of  the  front  end  at  the  end  of 
an  hour’s  run.  With  gas  coals,  the  accumulation  of  cinders 


9 


is  not  so  serious  a matter,  but  even  with  these  coals  300 
pounds  per  hour  or  more  may  be  collected  and  the  smokebox 
must  be  cleaned  at  the  end  of  each  trip,  where  the  locomotive 


Fig.  2. 

Standard  front  end  arrangement  E2a  class  locomotive.  This  form  is  not  self-cleaning.  A 
cinder  trap  is  used  with  it.  The  diaphragm  plate  has  76  holes  in.  diameter  and  75  holes  % in. 
diameter,  its  tower  edge  is  adjustable.  The  part  extending  forward  across  the  nozzle  is  made  up 
of  netting. 


is  working  up  to  its  capacity,  and  burned  front  ends  result  if 
there  is  any  air  leakage  after  cinders  have  collected. 


Master  Mechanics"  Association  Front  End. 

10.  A committee,  appointed  by  the  American  Railway 
Master  Mechanics"  Association,  reported  upon  a series  of 
front  end  tests  that  were  made  at  Purdue  University,  with  a 


10 


New  York  Central  & Hudson  River  Railroad  locomotive  of 
the  4-4-2,  or  Atlantic  Type  (See  Proceedings,  American  Rail- 
way Master  Mechanics’  Association,  Volume  XXXIX,  1906). 
Conclusions  from  these  tests  for  a front  end  arrangement  for 
best  results,  are  given  in  the  report  as  follows : 

“A  suggestion  as  to  a standard  front  end  is  presented  as  Fig. 
1,  which,  with  the  following  equations  referring  thereto,  may  be 
accepted  as  a summary  of  conclusions  to  be  drawn  from  all  experi- 
ments made. 

“For  best  results  make  H and  h as  great  as  practicable.  Also 
make 


d = 0.21  D 4-  0.16  h. 
b = 2d  or  0.5  D. 

P = 0.32  D. 
p = 0.22  D. 

L = (Not  well  established)  = 0.6  D or  0.9  D but  not 
of  intermediate  values.” 

11.  These  rules  were  used  as  the  basis  of  a design  of  front 
end  arrangement  to  be  tried.  No  attempt  was  made,  however, 
to  have  the  lengths  of  the  smokebox  conform  to  those 
recommended,  which  could  make  it  either  63  inches  or  42 
inches  in  length  instead  of  the  present  83f  inches  for  the  E 
class  locomotive. 

12.  In  Fig.  1 the  proportions  of  the  front  ends  as  finally 
developed,  and  which  gave  the  best  results  on  our  locomotives, 
are  shown  in  connection  with  the  Master  Mechanics’  re- 
commendations, for  a best  arrangement. 

13.  Our  arrangements  do  not  conform  very  closely  to  the 
Master  Mechanics.  One  diflference  is  in  the  length  of  inside 
stack  (P).  This  length  had  to  be  increased  in  order  to  lift 
the  cinders  from  the  table  plate  or  diaphragm.  The  longer 
inside  stack,  limits  the  diameter  of  bell  (b),  on  account  of  the 
smaller  space  available  near  the  top  of  the  exhaust  nozzle. 
The  bell  should  not  be  circular,  but  should  be  extended  on 
the  sides  to  more  completely  cover  the  horizontal  part  of  the 
plate.  In  these  experiments,  however,  the  bell  was  circular. 


11 


LOCOMOTIVE: 

TYPE, 

CLASS  -■P*  ■ ■ ..  No. 


M.  P.  47»-A 

Pennsylvania  Railroad  Company 

Philadelphia  Baltimore  A WASHiNcroN  Railroad  Company 
Northern  Central  Rahway  Company 
West  Jersey  A Seashore  Railroad  Company 


8 X I n ■>, 

J.-.  4 -in'- 12 


Sheet  No. 

Self  Clcsnloig  vrcAC  End 


TEST  DEPARTMENT 


Bulletla  No.  9 - 

Altoona  Pa  S-50-191B 


Taper  2 inches  diameter 


AKBAHGZMEHT  OP  FRONT  END  FOR  BEST  RESTJITS 


Master  Uechanlcs 
Assooiatlon 

£2s  tc  B3a 
Classes 

H£b 

Claes 

Stack  throat 

d 

0.21  D+0,16  h 

0.21  D + 0.09  h 

0.21  D +0.87  h 

••  bell 

b 

2 d or  0o5  D 

1.44  d or  0.33  D 

1.32  d or  0.304  D 

length  of 
inside  stack 

P 

0o32  D 

0.54  D 

0.51  D 

length  of  bell 

r 

0o22  D 

Sot  established 

Sot  established 

length  of 

Smoke boz 

1 

Sot  well  establish- 
ed 0o6  D or  0.9  D 
but  not  of  inter- 
mediate values. 

1.19  D 

0.9  D 

h - Tip  of  nozzle  to  center  line  of  smokehoz. 
P - Diane  ter  of  smokshoz* 

R « Beifi^t  of  outside  stack. 


Sheet  No..P«?353.. 


Fig.  1. 

Diagram  of  front  end  arrangement  giving  best  results  as  shown  in  report  of  Master  Mechanics’ 
Association  tests. 


12 


The  Locomotive  on  Which  the  Tests  Were  Made. 

14.  An  E2a  class  locomotive  5266,  was  used  for  most  of 
the  front  end  trials  but  later  some  of  the  devices  were  applied 
to  E3a  class  locomotive  2984.  An  outline  drawing  of  these 
classes  is  shown  in  Fig.  3 and  the  principal  dimensions  of  the 
locomotives  are  given  in  Tables  3 and  7.  The  E3a  locomotive 
differs  from  the  E2a  in  diameter  of  cylinder  only. 

Draft  and  Back  Pressure. 

15.  In  the  tests  made  by  the  Master  Mechanics’  Commit- 
tee, oil  was  used  for  fuel  and  by  its  use  the  admission  of  air 
to  the  firebox  could  be  completely  controlled.  With  oil  firing, 
the  effectiveness  of  any  arrangement  could  be  derived  from 
the  draft  indications ; the  draft  in  the  smokebox  at  any  fixed 
back  pressure  being  dependent  only  upon  the  smokebox 
arrangement. 

16.  As  our  problem  was  to  devise  an  arrangement  that 
would  clear  the  smokebox  of  cinders,  the  use  of  oil  for  fuel 
could  not  be  considered,  and  with  coal  it  was  found  impossible 
to  duplicate  draft  readings  under  apparently  similar  conditions 
of  running. 

17.  By  means  of  a steam  engine  indicator  connected  to 
the  exhaust  pipe,  a few  inches  below  the  nozzle,  the  back 
pressure  was  observed,  and  by  running  the  locomotive  under 
gradually  increasing  loads,  a series  of  readings  of  the  back 
pressure  and  corresponding  draft  or  vacuum  in  the  smokebox 
was  obtained.  These  readings  are  plotted  in  Fig.  4,  showing 
results  for  a light  or  thin  fire  on  the  grate.  Fig.  5 shows  a 
series  of  readings  under  similar  conditions  but  with  a heavy 
fire  on  the  grate.  A comparison  of  these  diagrams  indicates 
very  clearly  that  the  draft  is  so  closely  dependent  upon  the 
thickness  of  the  fire  that  it  cannot  be  used  as  a basis  of  com- 
parison for  different  front  end  arrangements  when  firing  coal. 

18.  In  Fig.  6 the  same  readings  of  draft  are  shown  in 
relation  to  the  draft  in  front  of  the  diaphragm.  Here  again 
the  differences  in  draft  conditions  due  to  thickness  of  the  fire 
are  evident. 


13 


Fig.  3. 

GENERAL  ARRANGEMENT  OF  E2a  AND  E3a  CLASS  LOCOMOTIVE. 


14 


LEADING  DIMENSIONS  OF  LOCOMOTIVE 
(E2a  CLASS) 


Total  weight  in  working  order,  pounds 184,167 

Weight  on  drivers,  in  working  order,  pounds 110,000 

Cylinder  (simple)  size,  inches 20J  x 26 

Diameter  of  driving  wheels,  inches 80 

Firebox  heating  surface,  square  feet 156.86 

Heating  surface  of  tubes  (water  side),  square  feet 2,471.04 

Total  heating  surface  (based  on  water  side  tubes), 

square  feet 2,627.90 

Total  heating  surface  (based  on  fire  side  tubes),  square 

feet 2,319.26 

Grate  area,  square  feet 55.5 

Roiler  pressure,  pounds  per  square  inch 205 

Valves,  type Wilson  double  ported,  slide 

Valve  gear Stephenson 

Firebox  type Wide,  Belpaire 

Number  of  tubes 315 

Outside  diameter  of  tubes,  inches 2 

Length  of  tubes,  inches 180 


15 


Fig.  4. 

The  draft  in  the  smokebox  and  firebox  with  a thin  or  light  fire. 


F 

-- 

- 



I 

hr*' 

I ' J 

L 

rq 

[ T 

! ^ i 

1 

L,;.. 

—f— 

FI 

L 

LC 

cc 

>TI 

Pent 

4SYL 

/All^h 

\ F 

Railroad'  doMPj 

Kny 

■ TES1 

1 



tilt 
■ it 



}’M 

:! 

i.Tifciji 

oitTfiudt 

m.  f-  W , 

ICiil.bAt  { 

|.  1 .ivr-.si 

1 

1 

NOS  1 

. 900.2 

3 

TCU 

KBS 

i 

jWFH- 

h .iKf^dBT 

ft  ^«ifcno 

T Hc'dJ 

\r.  U^IL««(Af  O.AII-N 
OTkiUTKlT 

1" 

L.  . 

i : 

■ ; 

i 

1 : ' 

| --i'  ■ 

i 

SI 

BJ 

ECT: 

Em< 

A 

Penj^ 

.. 

■ i 

( 

-T 

1 

, . . 1 

: A 

ILTOor^A.  Pa 

$-s 

Pi 907 1 

i ■ 

L 

. 

i 

■ -1 

k- 

I 

Li^- 

i 

- r-' 

i 

.. . i 

- 

8 

r 

i 

1 

1 

i 

U- 

L... 

i 

i 

L 

i 

_ 

i . ■ 

i 1 

i— F— 

- ; - 

L _ 

i 

1 

i' 

i 

1 

■ | 

1 

■ 

L-^ 

__L 

i 

- i._i 

i • J 

1 

1 : j 

L-  i - 

! 

i-  'i 

_J 

-5^ 

i 

1 ■ 

! 

r~ 

t 

! 1 

j i 

1 ^ 1 

1 : • 

M'1 

Lhl 

i 

. 1 

F 

i 

i ■ 

U-J 

r.j 

i ' T -■ 

; 

1 

. 

1 n 

; 

• i ■ 

^ 

i 

j 

! " 

— 1 — 

1 

1 

j 

- 1 

t 

!■ 

1 

-I.H 

1 

. : 

I 

j 

j. i 

j - 

_j 

j 

L 

k 

r 

1 ' 

1 ! 1 

! 

! 

~1 

[7 

^'T'~ 

I ■ 

! 

1 

■1 

O 1 

. 

1 i 

1 . 

1-__| 

i - 

' — r 

! 

— rt“  . 

( 

, 

i ■ 

, J.  „ 

: . 

! 

Pront 

of  di' 

F?Hw4 

pn  1 

1 : 

1 

J 

1^ 

1 

i 

T 

; 

j 

— ! 

^ -i 

IXj 

lh 

IZ'i 

i ^ J 

1 

r , 

j ■' 

1 

_e. 

1 

i 

i-  ■ I 

r " 

I 

r-f-' 

“ - -j 

f — 

i 

0 t 

i 1 

, .1  . 

i i 

1 

. i 

Baak  <! 

r ! • .q 

bf  d 1 

1 ‘ ; 

L-.- 

! ; i 

1 

1 T 

1 

■t  y 

L '!  / 

r 

I 

! 

. i 

r n 

; -j  - ; 

• ! ■ 

i 

■ X 

i 

_J 

I 

r"~'! 

■ ; j 

1 . i 

! J 

L i 

1 j 

j 

! • ' 1 
1 j_ 

1 

I 

V' 

. _ 

r ~ 1 

! ! 

n 

r''”  i 

1 

i 

1 

i 

1 . 

j 

; 

1 j- 

A 

, 

rxq 

t : I 

' 1 
...  j 

L_J 

! 

1 1 

1 

t 

I 

1 ! 

' i 
' 

i ^ ; i 

! 1— I ^ 1 

» : . 

t.' 

iretxx 


PH  H 


SZtfAQST  >1^ 


ihJ 

i .1. .,[, 


16 


19.  With  a light  fire  the  loss  in  draft  between  the  two 
sides  of  the  diaphragm  and  between  the  front  of  diaphragm 
and  the  firebox  decreases  uniformly  as  the  intensity  of  the 
draft  increases. 

20.  With  a thick  fire  the  losses  first  increase  to  a max- 
imum at  about  five  inches  of  draft  and  then  decrease  with 
higher  draft. 

21.  In  estimating  the  comparative  merits  of  the  different 
devices  tried,  it  then  became  necessary  to  take  account  of  a 
number  of  factors,  as : 

The  weight  of  cinders  collected  in  the  smokebox. 

The  quantity  of  water  that  could  be  evaporated  as  com- 
pared with  the  standard  front  end. 

The  evaporation  per  pound  of  coal,  or  the  efficiency  of 
the  boiler. 

The  general  steaming  of  the  locomotive  as  shown  by  the 
boiler  pressure  during  a test. 

22.  These  methods,  although  logical,  may  appear  to  be 
indefinite  and  unscientific.  There  is  at  present  no  rational 
method  for  smokebox  design  and  until  much  more  careful 
investigations  are  made,  comparisons  of  different  smokebox 
arrangements  cannot  be  based  upon  anything  but  very  general 
considerations. 

23.  It  would  have  added  greatly  to  the  value  of  the  tests 
if  the  weight  of  sparks  discharged  could  have  been  measured. 
At  the  time  of  the  tests,  however,  apparatus  for  this  purpose 
had*  not  been  perfected,  and  the  cinders  remaining  in  the 
smokebox  were  all  that  could  be  weighed. 

24.  From  tests  made  with  the  standard  front  end  it  was 
known  that  the  boiler  could  be  expected  to  give  an  equivalent 
evaporation  of  about  16  pounds  of  water  per  square  foot  of 
heating  surface,  with  Scalp  Level  coal,  and  18  pounds  with 
Penn  Gas  coal.  To  obtain  the  lower  evaporation,  a speed  of 
160  revolutions  per  minute  and  a cut-off  of  27  per  cent,  was 
required  with  locomotive  5266  with  fully  open  throttle,  and 
for  the  higher  evaporation  of  18  pounds,  160  revolutions  and 
32  per  cent,  cut-off  with  full  throttle. 


17 


Fig.  6. 

The  draft  in  the  smokebox  and  firebox  with  a thick  or  heavy  fire.  The  draft  is  nearly  two  times 
what  it  was  with  a thin  fire. 


18 


25.  If  the  results  with  the  standard  front  end  could  be 
equalled  with  a self-cleaning  device  the  object  of  the  tests 
would  be  accomplished,  as,  with  the  added  advantage  of  a self- 
cleaning front,  which  would  permit  the  use  of  friable  coal,  the 
capacity  of  the  locomotive  would  not  be  reduced. 

26.  The  tests  were  made  with  both  Scalp  Level  and 
screened  Penn  Gas  coals.  The  Scalp  Level  coal  was  used  for 
the  preliminary  runs,  as  with  it  large  quantities  of  cinders  are 
drawn  through  the  tubes  and  the  self-cleaning  feature  could 
be  better  observed  than  with  a coal  making  less  cinders. 

27.  The  final  series  of  tests  was  made  with  Penn  Gas  coal 
as  it  is  one  of  the  regular  passenger  coals,  while  Scalp  Level 
is  not. 

28.  The  same  fireman  fired  all  of  the  tests  on  locomotive 
5266,  with  one  exception,  which  will  be  noted  later. 


The  Tests. 

The  Effect  of  a Movement  of  the  Diaphragm  Edge  with  the 
Standard  Front  End. 

29.  Before  any  changes  were  made  in  the  standard  front 
end.  Fig.  2,  some  trials  were  made  to  note  the  effect  on  the 
fire  of  a movement  of  the  lower  edge  of  the  diaphragm  plate. 
The  normal  position  of  this  edge  for  locomotive  5266  is  as 
shown,  21i  inches  above  the  bottom  of  the  smokebox.  The 
plate  was  lowered  5J  inches  from  this  normal  position  and 
after  a short  trial  run  it  was  raised  5J  inches  above  the  nor- 
mal position  and  a trial  made. 

30.  These  changes  in  the  position  of  the  diaphragm  plate 
over  a range  of  lOf  inches,  produced  no  marked  effect  upon 
the  burning  of  the  fire.  It  burned  evenly  over  the  whole 
grate  under  each  adjustment  of  the  diaphragm,  and  the  loco- 
motive steamed  as  freely  with  the  plate  in  either  the  upper 
or  the  lower  positions  as  it  did  under  normal  conditions. 

31.  The  fact  that  the  diaphragm  is  perforated  may  ac- 
count for  the  lack  of  sensitiveness  or  marked  effect  upon  the 
fire  when  the  plate  is  given  a new  position. 


19 


Fig.  6. 

Draft  losses  at  different  rates  of  combustion  with  a thick  and  a thin  fire.  The  loss  in  draft  in- 
creases to  a maximum,  and  then  decreases  with  a thick  fire.  With  the  thin  fire  the  losses  become  less 
as  the  draft  Is  increased. 


20 


Fig.  7. 

A comparison  of  draft  and  evaporation  for  the  best  arrangement  on  the  E class  and  the  H6b 
class.  The  rates  of  evaporation  for  the  two  classes  are  very  nearly  alike. 


21 


Preliminary  Tests. 

32.  The  trials  of  front  end  made  by  the  Master  Mechanics’ 
Committee  did  not  determine  the  arrangement  of  the  di- 
aphragm plate  to  make  the  smokebox  self-cleaning,  and  the 
first  consideration  in  these  tests  was  to  investigate  the  shape 
of  the  diaphragm  and  its  location  in  the  smokebox  for  this 
purpose. 

33.  A diaphragm  of  the  general  type  recommended  by 
the  Committee  as  applied  to  this  locomotive  is  shown  in  Fig. 
8.  The  whole  diaphragm  plate  was  without  perforation,  and, 
as  first  applied,  extended  beyond  the  centre  line  of  the  nozzle 
a distance  of  16J  inches.  At  its  end  there  was  an  angle  and  a 
plate  inches  wide,  extending  downward  to  a point  13J 
inches  above  the  bottom  of  the  smokebox.  The  netting  was 
omitted  for  these  preliminary  trials. 

34.  With  the  arrangement  as  described  above  and  as  shown 
in  Fig.  8 a test  was  made.  No.  900.25,  using  Scalp  Level  coal 
and  working  the  boiler  at  about  the  limit  of  its  capacity  to 
maintain  a good  pressure.  The  arrangement  was  found  to  be 
perfectly  self-cleaning,  there  being  no  cinders  at  all  left  in  the 
bottom  of  the  smokebox. 

35.  An  inside  stack,  according  to  the  Master  Mechanics’ 
recommendations,  was  then  applied  as  shown  in  Fig.  9,  and 
without  other  changes,  a test.  No.  900.26,  was  made  at  the 
same  speed  and  cut-ofiF  as  before. 

36.  The  exhaust  nozzle  was  then  changed  from  5f  inches 
diameter  to  5f  inches  diameter,  but  after  a few  minutes  of 
running,  with  this  large  nozzle  it  was  evident,  on  account  of 
the  falling  pressure,  that  the  nozzle  was  too  large  to  give 
sufficient  draft. 

37.  The  nozzle  was  then  reduced  to  5|  inches  diameter, 
and  without  other  changes  a test  was  made  at  a lower  rate  of 
evaporation  than  the  earlier  tests. 

38.  This  arrangement.  Fig.  9,  was  found  to  steam  fairly 
well  and  to  be  perfectly  self-cleaning. 

39.  The  smokebox  was  then  fitted  with  a stack  that  was 
exactly  according  to  the  Master  Mechanics’  recommendations. 


22 


In  tests  Nos.  900.26,  900.27  and  900.28  the  inside  stack  only 
had  conformed  to  these  recommendations.  With  this  Master 
Mechanics’  stack,  which  is  shown  in  Fig.  10,  tests  with  5J- 
inch  and  5|^-inch  exhaust  nozzle  were  made,  tests  Nos.  900.29, 
900.30  and  900.31.  In  these  tests  it  was  observed  that  while 
the  cinders  were  all  blown  out  of  the  front  end  there  appeared 
to  be  a higher  velocity  of  the  gases  through  the  restricted 
passage  under  the  edge  of  the  diaphragm,  than  would  be  nec- 
essary for  this  purpose,  or  there  was  a large  difference 
between  the  draft  front  and  back  of  the  diaphragm,  indicating 
that  too  great  a resistance  to  the  passage  of  the  gases  was 
caused  by  the  length  of  the  diaphragm  plate. 

40.  The  plate  was  then  cut  off  until  it  extended  but  7i 
inches  in  front  of  the  exhaust  nozzle  centre. 

41.  Tests  Nos.  900.32,  900.33  and  900.34  were  then  run 
and  in  the  table  below  the  resulting  draft  readings  are  given. 

Table  1. 


Draft  in  Front  End — Scalp  Level  Coal. 


Test 

No. 

1 Test 

i Designation 

§ 

Draft  in 
Smokebox 
Inches  of 
Water 

between  F 
Per  Cent. 

1 

m 

3 

08 

■a 

H © 

HI  '3 

O N 

sure  in  Ex- 
, Pounds  per 

© 

- 

« s 

Ji  o 
o 

M.  P.  H. 

Cut-off 

Throttle 

C3 

o 

hi 

Front  of 
Diaphragm 

Back  of 
Diaphragm 

Difference 
and  B in 

® 

• « z 
© 
s 

o8 

Q 

Back  Pres! 
haust  Pipe, 
Square  inch 

Cinders  C 
Smokebox, 
Hour. 

1 

! 

1 

i 

F 

B 

900.25 

37.65 

27 

Full 

Fig.  8 

4.9 

3.2 

34.7 

81 

4.6 

0 

900.26 

37.65 

27 

Full 

Fig.  6 

4.8 

3.3 

37.5 

4.9 

0 

900.30 

37.65 

27 

Full 

Fig.  10 

5.3 

3.7 

30.1 

3.4 

0 

900.31 

37.65 

27 

Full 

Fig.  10 

4.8 

3.4 

29.1 

2.4 

0 

900.32 

37.65 

27 

Full 

Fig.  10 

5.2 

4.3 

17.3 

4/6 

48 

900.34 

37.65 

27 

Full 

Fig.  10 

5.0 

4.3 

16.0 

No  record 

No  record 

917 

37.65 

27 

Full 

Fig.  2i 

7.7 

6.2 

19.5 

55/^ 

No  record 

492 

Tests  900.30  and  900.31  had  the  table  plate  extended  16%  in.  ahead  of  the  exhaust  nozzle 
centre,  while  900.32  and  900.34  had  the  plate  7%  in.  ahead  of  the  nozzle. 


42.  While,  in  general,  as  has  been  explained,  the  draft 
indications  can  not  be  depended  upon  as  comparative,  it 
appears  from  these  figures  that  when  the  diaphragm  plate 
was  shortened,  just  before  test  No.  900.32,  that  there  was  a 


23 


marked  decrease  in  the  difference  between  the  draft  front  and 
back  of  the  diaphragm,  and  that  the  effective  draft,  or  the 
draft  back  of  the  diaphragm  was  increased. 

43.  Test  No.  917  was  with  the  same  kind  of  coal  as  the 
others  (Scalp  Level),  but  with  the  old  form  or  standard  front 
end.  Fig.  2. 


p'OR  -resT  aoo.'Z.B 

»»  ~ 9003  6 

»»  ••  900.3C» 

*•  »»  900. a'T 


oxiue'M"  sg’  OVA^.,^EM^Tn”Lr.l€>J 
’ s ^ ..  ..  7^' 

*'  

..si  - *.  7 


In  this  arrangement  the  diaphragm  plate  extends  across  the  nozzle,  and  16^  inches  ahead  of  it. 
After  one  test  the  plate  was  shortened  to  inches  ahead  of  the  nozzle. 


24 


44.  In  test  No.  900.32  there  were  48  pounds  of  cinders  in 
the  smokebox,  indicating  that  the  plate  was  now  as  short  as 
it  could  be  made  for  self-cleaning. 


diameters  of  nozzle  were  used. 


45.  The  smokebox  arrangement  was  then  made  as  shown 
in  Fig.  8,  the  standard  outside  and  inside  stack  being  substi- 
tuted for  the  Master  Mechanics’  form.  A netting  was  put  in 
with  this  arrangement. 


25 


46.  Up  to  this  time  the  netting  had  been  omitted  so  as  to 
simplify  operations  in  making  changes  in  the  front  end 
arrangement.  It  was  assumed  that  the  netting  would  have 
no  effect  upon  the  action  of  the  front  end,  except  to  break  up 
the  large  sparks,  and  this  was  confirmed  later  when  the  net- 
ting was  applied. 


Fig.  10. 

This  shows  the  Master  Mechanics’  stack  complete, 
of  nozzle  were  used. 


Two  lengths  of  diaphragm  and  two  diameters 


47.  After  making  two  tests,  Nos.  900.36  and  900.37,  with 
this  arrangement  the  diaphragm  plate  was  raised  in  the 


26 


smokebox  as  shown  in  Fig.  11,  the  exhaust  nozzle  being 
lengthened  to  suit  the  new  height  of  diaphragm.  At  the 
front  edge  the  plate  measured  20J  inches  above  the  bottom  of 
the  smokebox.  With  the  diaphragm  in  this  position  the  loco- 


T'E-S*-r  Wo.  s>oo.  3©  - 300.33 


motive  steamed  well — test  No.  900.38 — but  there  were  225 
pounds  of  cinders  collected  in  the  smokebox  per  hour. 

48.  Without  moving  the  main  diaphragm  plate,  an 
inclined  plate  was  fitted  to  its  forward  edge.  This  plate  extended 
down  to  a point  15|  inches  above  the  bottom  of  the  smokebox. 
The  area  of  opening  for  the  passage  of  gases  was  then  about 


27 


the  same  as  in  the  arrangement  shown  in  Fig.  8 and  it  was 
expected  that  the  results  would  be  the  same  as  with  the  whole 
diaphragm  in  the  lower  position,  but  from  the  test,  No.  900.39, 
with  this  design  it  is  evident  that  the  two  arrangements, 
while  giving  the  same  area  for  the  passage  of  gases,  are  by 
no  means  alike,  as  in  test  No.  900.39,  the  locomotive  did  not 
steam  well  and  there  were  76  pounds  of  cinders  collected  in 
the  smokebox. 

49.  It  would  appear,  then,  that  when  changes  are  made  in 
the  height  of  diaphragm  the  whole  plate  should  be  raised  and 
not  the  forward  edge  alone. 

50.  The  plate  without  the  movable  deflector,  presents,  for 
the  flow  of  gases,  a passage  free  from  obstructions  or  abrupt 
changes  of  form,  and  it  is  probable  that  this  will  account  for 
the  better  results  had  with  it  than  with  the  plate  set  high  in 
the  smokebox  but  having  the  movable  edge  plate. 

51.  Following  still  further  the  idea  of  making  a smooth 
and  direct  passage  for  the  gases  to  the  stack,  the  arrangement 
shown  in  Fig.  12  was  applied.  This  consists  of  a conical  pipe 
from  the  tube  sheet  carried  forward  and  turning  upward  and 
connecting  at  its  smaller  end  directly  to  the  stack. 

52.  The  exhaust  nozzle  for  this  arrangement  was  made 
with  a flared  tip  so  that  it  would  act  as  an  expanding  nozzle 
to  convert  the  pressure  energy  of  the  steam  into  velocity, 
without  loss,  in  that  way  obtaining  an  efficient  exhaust  jet. 

53.  Test  No.  900.40  was  made  with  this  apparatus.  It 
was  very  effective  in  discharging  cinders,  but  the  nozzle  was 
found  to  be  too  large  to  make  the  locomotive  steam.  The 
sparks  discharged  from  the  stack  were  at  a red  heat  and  to 
break  up  these,  and  reduce  their  temperature,  a netting  was 
put  in  the  pipe  back  of  the  exhaust  nozzle  and  the  nozzle 
reduced  in  diameter.  The  netting  could  not  be  very  large  in 
area  on  account  of  the  limited  space,  and  it  was  found  that 
the  area  of  the  openings  through  it  was  too  small  for  prac- 
tical purposes. 

54.  Nothing  further  was  done  with  this  arrangement  as 
it  was  not  considered  of  value  if  a netting  could  not  be  used 
in  it. 

55.  A diverging  or  flared  tip  nozzle  was  again  tried  with 


28 


the  arrangement  shown  in  Fig.  13.  The  smallest  diameter  of  this 
nozzle  was  5f  inches,  with  a taper  to  the  top  of  about  one  in 
six.  The  locomotive  did  not  steam  well  with  this  nozzle, 
though  the  back  pressure  below  the  nozzle  was  reduced, 


r>lo.  300.-40 


Fig.  12. 

This  is  a tapered  connection  between  the  tubes  and  stack.  It  did  not  give  satisfactory  results. 

test  900.47.  With  the  straight  nozzle,  the  back  pressure  was 
five  pounds  per  square  inch  while  with  the  tapered  nozzle  it  was 
two  pounds. 

56.  To  make  the  locomotive  steam  it  would  have  been 
necessary  to  further  reduce  the  nozzle  diameter,  but  as  it  was 
then  as  small  as  the  straight  nozzle  it  was  not  reduced  and  no 
further  trials  of  it  were  made. 


29 


Final  Tests. 

57.  After  the  preliminary  trials  of  the  various  devices 
that  have  been  described,  three  of  those  which  were  of 
greatest  promise  were  selected  for  further  tests.  These 
arrangements  are  shown  in  Figs.  14,  15  and  16. 


Mo.  S)OO.AT 


Fig.  13. 

An  expanding  nozzle  and  the  Master  Mechanics’  inside  stack. 


58.  Fig.  14  shows  the  front  end  recommended  by  the 
Master  Mechanics’  Association  as  applied  to  the  E class  loco- 
motive. It  has  a tapered  stack  with  a wide-mouthed  inside 


:30 


stack.  The  diaphragm  plate  is  without  perforations  and  is 
carried  down  and  forward  to  a point  inches  in  front  of  the 
exhaust  nozzle  centre.  The  edge  of  the  plate  is  at  a point 
Idf  inches  above  the  bottom  of  the  smokebox  and  the  area 
of  the  passage  for  the  gases  at  this  restricted  point  is  three- 
fourths  of  the  area  of  the  tube  opening  or  fire  area. 

59.  The  tests  with  these  three  arrangements  were  each 
of  two  hours  duration  at  160  revolutions  per  minute,  or  about 
36  miles  per  hour.  Tests  Nos.  900.41  to  900.44  were  run  at 
the  same  cut-of¥  with  full  throttle.  Penn  Gas  coal  was  used 
for  all. 

60.  The  results  of  these  tests  are  given  in  the  Tables  6 
and  8. 

61.  Good  results  were  obtained  with  each  of  these 
arrangements.  They  were  all  perfectly  self-cleaning  except 
for  a slight  accumulation  of  cinders  on  the  horizontal  plate  of 
the  diaphragm. 

62.  There  was  some  difficulty  in  keeping  up  the  steam 
with  the  arrangement  Fig.  14,  test  No.  900.41,  but  it  will  be 
noted  that  the  boiler  horse-power  in  this  test  was  higher  than 
for  the  others. 

63.  Test  No.  900.44,  with  arrangement  Fig.  16,  shows  a 
better  evaporation  per  pound  of  coal  than  any  of  the  others 
and  it  was  thought^  all  things  considered,  that  this  was  the 
best  arrangement. 

64.  Another  test  was  then  run  with  it  to  develop  the 
maximum  boiler  capacity, — test  No.  900.45  at  160  revolutions 
and  32  per  cent,  nominal  cut-off,  and  this  test  was  run  without 
difficulty.  This  is  as  late  a cut-off  as  can  be  run  with  the 
standard  front  end  at  this  speed,  and  as  with  the  arrange- 
ment, Fig.  16,  the  nozzle  was  ^ inch  larger  in  diameter  than 
was  used  with  the  standard  arrangement,  it  is  to  be  presumed 
that  the  boiler  capacity  is  as  great  with  this  self-cleaning  front  as 
with  the  standard,  with  the  added  advantage  of  slightly  decreased 
back  pressure  in  the  cylinders  due  to  the  large  nozzle. 

65.  After  the  maximum  capacity  test  a trial  was  made  at  a 
very  low  rate  of  working,  under  partial  throttle,  to  note  the 
effect  of  such  conditions  on  the  quantity  of  cinders  collected  in 


31 


the  smokebox.  This  test,  No.  900.46,  at  a speed  of  160  revolu- 
tions, 27  per  cent,  cut-off  and  the  steam  throttled  to  one-half  the 
boiler  pressure,  shows  practically  no  cinders  collected  in  the 
smokebox. 

Tests  with  Different  Firemen. 

66.  To  show  that  the  results  obtained  with  this  self-cleaning 


Teisrr  TSo.  300.-4-I 


Fig.  14. 

The  Master  Mechanics’ stack.  The  length  of  front  end  does  not  conform  to  the  Master  Me- 
chanics' recommendations. 


front  were  not  due  to  good  firing  alone,  tests  Nos.  900.42  and 
900.43  with  the  arrangement  shown  in  Fig.  15  were  made  under 
precisely  the  same  conditions,  with  the  exception  that  test  No. 
900.42  was  fired  by  the  regular  Testing  Plant  fireman,  while  No. 


32 


900.43  was  fired  by  an  inexperienced  man  who  had  been  firing  but 
two  months  and  had  never  fired  this  class  of  locomotive. 

67.  The  results  of  these  tests  show  that  the  good  steaming 
of  the  locomotive  with  this  self-cleaning  front  can  be  obtained  by 
the  average  fireman,  but  they  also  show  that  the  inexperienced 

XE-STT  tMo.  300.-4-'2.  - 300.-4--*, 


Fig.  15. 

The  Master  Mechanics’  inside  stack  and  standard  outside  stack. 


man  may  use  as  much  as  750  pounds  of  coal  per  hour  over  the 
amount  actually  required. 

Self-Cleaning  Front  E3a  Class. 

68.  At  this  point,  after  tests  which  indicated  that  for  loco- 
motive 5266,  E2a  class,  the  self-cleaning  front.  Fig.  16  would  give 
the  best  results,  it  was  thought  best  to  determine  if  this  arrange- 


33 


ment  would  give  equally  good  results  if  applied  to  another  boiler 
of  the  same  class.  Locomotive  5266,  class  E2a  was,  therefore, 
removed  from  the  plant  and  put  into  road  service  equipped  with 
arrangement  Fig.  16  and  E3a  locomotive  2984,  fitted  with  the 
same  arrangement,  was  placed  on  the  plant. 


Te_s.-r  r>io.  SOO.^A  -9oo.ab  -300.-4. <o 

•.  •'  I OO  I — 10  0*2- 


69.  Test  No.  1001  with  locomotive  2984  gave  an  evaporation 
(17.7  pounds  per  square  foot  of  heating  surface)  that  was  practi- 
cally the  same  as  obtained  with  locomotive  5266,  namely:  17.9 
pounds  equivalent  evaporation  per  square  foot  of  heating  surface 
per  hour.  The  locomotive  steamed  freely,  maintaining  a fairly 


34 


uniform  boiler  pressure  and  there  were  no  cinders  in  the  smoke- 
box  except  a small  quantity  on  the  horizontal  plate  of  the 
diaphragm. 

70.  This  test,  No.  1001,  did  not  appear  to  be  quite  up  to  the 
limit  of  boiler  capacity,  and  had  it  been  possible,  the  cut-off  would 


TE-ST  ^4o.  1003-100-^ 


have  been  extended,  but  it  was  found  for  this  locomotive  that  the 
friction  brakes  were  working  up  to  their  limit  and  no  more  power 
could  be  absorbed  by  them. 

71.  Another  test.  No.  1003,  was  then  made  with  this  arrange- 
ment at  slightly  lower  power. 

72.  From  these  two  tests,  though  they  were  not  quite  up  to 


35 


the  maximum  evaporation  of  the  other  locomotive,  one  of  them 
was  but  two-tenths  of  a pound  less  per  hour  and  it  is  clear  that 
this  boiler  will  give  the  same  results  as  the  other  with  this  front 
end. 

73«  Modifications  of  the  diaphragm  were  then  taken  up  to 


Te-ST  s4o.  loos-ioo^ 


effect,  but  it  was  too  low  for  good  draft. 


make  it  of  such  a shape  that  it  would  clear  itself  of  the  small 
quantity  of  cinders  which  had  been  collecting  on  it. 

74.  The  plate  was  made  sloping  where  in  the  earlier  form  it 
had  been  flat,  just  back  of  the  exhaust  nozzle.  The  sloping  form 
is  shown  in  Fig.  17.  This  modification  of  the  form  of  the  sheet 


36 


did  not  have  the  desired  effect,  for,  in  tests  Nos,  1003  and  1004 
with  it,  there  was  as  large  a quantity  of  cinders  on  the  plate  as 
before  the  change. 

75.  The  inside  stack  was  then  lengthened  as  shown  in  Fig.  18 


TE-s>-r  Wo.  ^OOT-IOO© 


Fig.  19. 

This  arrangement  is  the  final  development  of  the  front  end  for  self-cleaning.  The  stack  is  the 
original  standard  for  the  E engines,  except  that  the  inside  stack  is  longer.  The  diaphragm  plate  is 
without  holes  and  extends  inches  ahead  of  the  center  of  the  nozzle.  The  fire  area  of  the  tubes  is 
5.26  sq.  ft.,  and  the  opening  for  gases  under  the  diaphragm  is  3.96  sq.  ft.  or  75%  of  the  fire  area. 


where  the  end  of  the  stack  is  inches  above  the  tip  of  the  nozzle. 
This  adjustment  had  the  desired  effect,  and  in  tests  Nos.  1005  and 
1006  the  cinders  were  practically  all  cleared  from  the  plate. 

76.  The  inside  stack  was  then  raised  as  in  Fig.  19,  to  a 
point  12  inches  above  the  nozzle,  to  find  the  highest  position  for 


37 


this  inside  stack  that  would  clear  the  plate  of  cinders.  Six 
shovelfulls  of  dry  cinders  were  put  on  the  plate  and  the  loco- 
motive run  at  a speed  of  about  120  revolutions  and  a short  cut-off 
for  about  15  minutes,  when  the  cinders  were  all  removed;  next, 
six  shovelfulls  of  wet  cinders  were  put  in  and  these  were  also 
cleared  from  the  plate. 

77.  A test.  No.  1007,  was  then  made,  using  a slack  coal  of 
very  small  size,  to  note  the  effect  of  the  self-cleaning  feature.  At 
the  end  of  this  test,  there  were  a few  pounds  of  cinders  on  the 
plate  and  very  little  in  the  bottom  of  the  smokebox. 

78.  A test  was  then  made.  No.  1006,  to  observe  if  the 
capacity  of  the  boiler  had  been  reduced  by  the  changes  that  had 
been  made.  This  test  gave  an  equivalent  evaporation  of  17.63 
pounds  per  hour  or  practically  the  same  as  in  test  No.  1001, 
with  the  arrangement  last  tried  on  locomotive  5266. 

79.  Locomotive  2984  was  then  removed  from  the  Plant  and 
went  into  road  service  equipped  with  the  device.  Fig.  19,  the  final 
form,  which  satisfied  the  conditions  of  good  steaming  and  self- 
cleaning. 


Table  2. 

Self-Cleaning  Front  Compared  With  Standard. 


Test 

No. 

Test 

Designation 

Duration  of  Test  Hours 

1 

Front  End  Arrangement  l 
1 

Boiler  Pressure,  Pounds 
per  Square  Inch 

Evaporation,  Dry  Steam, 
per  Square  Foot  of  Heat- 
ing Surface. 

Pounds  per  Hour  Equiva-  | 

lent  Evaporation  per  Sq.  1 

Ft.  of  Heating  Surface. 

Equivalent  Evaporation 
per  Pound  of  Dry  Coal 

Coal  per  D.  H.  P.  Hour,  | 

Pounds  1 

j Coal  Fired  - 

Cinders  Collected  in 

Smokebox,  | 

Pounds  per  Hour  1 

M.  P.  H. 

Cut-ofF 

Throttle 

917 

37.65 

27 

Full 

3 

Fig.  2 

188.4 

12.24 

15.00 

7.25* 

i 

Scalp  Level 

492 

900.35 

37.65 

27 

Full 

1 

Fig.  8 

199.9 

12.25 

14.76 

7.28' 

4.39 

Scalp  Level 

10 

900.36 

37.65 

27 

Full 

1 

Fig.  8 

198.6 

12.09 

14.54 

7.87; 

4.13 

Scalp  Level 

10 

900.3 

37.65 

32 

Full 

2 

Fig.  2 

201.2 

15.04 

18.24 

7.0l| 

! 

Penn  Gas 

326 

900.37 

37.65 

32 

Full 

1 

Fig.  8 

204.1 

15.08 

18.17 

7.39 

4.66 

Penn  Gas 

6 

900.45 

37.65 

32 

Full 

2 

Fig.  16 

199.5 

14.80 

17.89 

8.65 

4.00 

Penn  Gas 

0 

1001 

46.27 

25 

Full 

1 

Fig.  16 

199-6 

14.55 

17.73 

7.33 

4.30 

Penn  Gas 

0 

1008 

46.27 

25 

Full 

1 

Fig.  19 

202.7 

14.38 

17.63 

8.15 

4.02 

Penn  Gas 

0 

80.  In  Table  2,  some  of  the  results  of  the  tests  of  the  final 
form  of  the  self-cleaning  front  are  shown  in  comparison  with  the 
standard  front.  The  tests  are  in  two  groups,  those  with  Scalp 
Level  coal  being  made  at  a shorter  cut-off  and  lower  evaporation 
than  those  with  Penn  Gas  coal. 


THE  H6b  CLASS  CONSOLIDATION  TYPE  LOCOMOTIVE. 
The  type  of  locomotive  used  in  the  Front  End  tests. 


{ 40  ) 


SELF-CLEANING  FRONT  END  FOR  CLASS 
H6b  LOCOMOTIVE. 


Conclusions  and  Recommendations  on  page  63. 


INTRODUCTION. 

81.  The  H6  consolidation  locomotive  on  the  Lines  West  has 
had  for  some  time  a self-cleaning  front  end  which  is  very  much 
like  that  developed  for  the  E class,  and  a number  of  locomotives 
were  equipped  with  the  device. 

82.  Several  other  front  end  arrangements  were  in  use  at 
dif¥erent  places  on  the  Lines  East,  and  in  order  to  determine  the 
relative  merits  of  these  devices,  in  discharging  cinders,  a series 
of  trials  were  made  on  the  Locomotive  Testing  Plant.  The 
locomotive  used,  was  an  H6b  class.  No.  2860. 

83.  As  the  trials  were  made  to  determine  the  relative  merits 
of  the  several  devices,  each  separate  device  was  not  taken  up  and 
developed,  as  may  have  been  possible,  so  that  it  would  give 
satisfactory  results.  The  tests  are  comparative,  as  nearly  as  they 
could  be  made,  and  the  same  kind  of  coal  was  used  in  all  of  them. 
As  the  result  of  these  trials  with  the  freight  locomotive,  a satis- 
factory self-cleaning  front  end  was  found  in  the  arrangement  as 
shown  in  Fig.  25. 

The  Standard  Front  End. 

84.  The  H6b  locomotive  when  designed,  had  a front  end 
arrangement,  as  shown  in  Fig.  20,  and  this  has  been  a standard 
on  both  the  H6a  and  H6b  classes.  It  is  in  no  sense  a self-cleaning 
front  end,  although  some  sparks  are  discharged.  A large  amount, 
however,  collect  in  the  smokebox  and  must  be  removed  at  the  end 
of  each  trip. 

85.  This  standard  front  end  has  a deflector  plate  in  front  of 
the  tube  sheet,  the  purpose  of  which,  is  to  restrict  the  draft 
through  the  upper  rows  of  tubes  where  the  velocity  of  the  gases 
is  too  great,  unless  a dampening  action  is  introduced  by  means  of 
such  a flat  deflector. 


(41  ) 


42 


86.  Automatic  cleaning  of  the  front  end  is  accomplished,  as 
has  been  explained  in  the  former  chapter,  by  creating  a rapid 
motion  of  the  gases  through  the  smokebox  by  restricting  the  area 
of  the  passage  below  the  diaphragm  plate. 

Front  End  with  Baffle  Plate. 

87.  One  means  of  creating  this  rapid  flow  of  gases  has  been 
tried  on  the  Lines  East  with  an  arrangement  like  that  shown  in 
Fig.  22,  this  arrangement  has  an  inclined  plate  covering  the  whole 
area  of  the  smokebox  at  the  front  end,  and  the  gases,  flowing 
under  the  edge  of  the  deflector  plate,  are  somewhat  restricted  by 
this  baffle  plate  and  sparks  are  carried  out  of  the  stack. 

The  B.  & A.  V.  OR  Buffalo  Self-Cleaning  Front  End. 

88.  The  front  end  arrangement  shown  in  Fig.  23  is  one  that 
has  been  in  use  on  the  B.  & A.  Division.  It  is  not  unlike  the 
front  end  developed  for  the  E class,  but  it  differs  in  having  a 
high  exhaust  pipe,  with  the  nozzle  set  high  in  the  smokebox. 

Erie  Division  or  Sunbury  Self-Cleaning  Front  End. 

89.  A self-cleaning  front  end,  developed  and  used  on  the 
Erie  Division,  is  shown  in  Fig.  24.  This  has  the  high  exhaust 
pipe  as  in  Fig.  23,  and  in  addition  it  has  a more  complete  di- 
aphragm plate,  with  an  inclined  front  edge.  Instead  of  the  inside 
stack,  as  in  the  other  front  end,  this  one  has  two  “petticoat”  pipes 
with  an  opening  between  the  top  one  and  the  stack  base. 

Self-Cleaning  Front  End  as  Designed  and  Used  on  The 

Lines  West. 

90.  This  front  end.  Fig.  25,  is  much  like  the  design  worked 
out  for  the  E class  passenger  locomotive  but  adapted  to  the  H6b 
class.  It  has  a solid  diaphragm  plate,  extending  from  the  tube 
sheet,  downward  and  forward  across  the  exhaust  nozzle,  which 
is  set  low  in  the  smokebox.  The  edge  of  the  plate  is  6|  inches 
in  front  of  the  exhaust  nozzle  centre.  The  inside  stack,  or  lift 
pipe,  is  extended  to  a point  15^  inches  above  the  exhaust  nozzle. 

91.  Each  of  these  arrangements  was  in  turn  applied  to  an 
H6b  class  locomotive,  and  a series  of  trial  runs  made.  The  front 
ends  which  gave  poor  results  were  not  further  adjusted,  but  the 


4;3 


Fig.  20. 

The  standard  front  end  arrangement  for  the  H6b  freight  locomotive.  There  is  a perforated 
deflector  in  front  of  the  tube  sheet.  This  deflector  has  an  adjustable  edge.  A netting  covers  the 
holes  in  the  deflector  plate.  This  arrangement  is  not  self-cleaning  and  the  cinders  must  be  taken 
out  after  each  trip. 


44 


l^>-©-5  \.OfH«|-  -1 


Fig.  21. 

GENERAL  ARRANGEMENT  OF  H6b  CLASS  LOCOMOTIVE. 
The  Locomotive  used  in  the  Tests. 


LEADING  DIMENSIONS  OF  LOCOMOTIVE 
(H6b  CLASS) 


Total  weight,  pounds 198,267 

Weight  on  drivers,  pounds 176,600 

Cylinders  (simple),  inches 22x28 

Diameter  of  drivers,  inches 56 

Fire-box  heating  surface,  square  feet 166.4 

Heating  surface  in  tubes  (water  side),  square  feet 2,673.68 

Total  heating  surface  (based  on  water  side  of  tubes), 

square  feet 2,839.74 

Total  heating  surface  (based  on  fire  side  of  tubes), 

square  feet 2,505.29 

Grate  area,  square  feet 48.66 

Boiler  pressure,  pounds 205 

Valves  Piston 

Valve  motion Walschaerts 

Fire-box,  type Belpaire 

Number  of  tubes .' 373 

Outside  diameter  of  tubes,  inches 2 

Length  of  tubes,  inches 164.28 


45 


Fig.  22. 

Front  end  with  baffle  plate.  This  front  end  is  the  same  as  Fig.  20,  but  with  a plate  added  covering 
the  whole  area  of  the  smokebox  in  front  of  the  exhaust  nozzle.  The  plate  makes  the  front  self- 
cleaning. 


46 


LOCOMOTIVE 

Pennsylvania  Railroad 

Company 

TYPE 

CLASS 

TEST  DEPARTMENT 

NUMBER 

LOCOMOTIVE  Testing  Plant 

SUBJECT  C\— HlPs.T^\»S<5r  Fwomt 

ALTOONA  PA^— I-ISIO 

^ \ 

Fig.  23. 

A front  end  arrangement  developed  and  used  on  the  B.  & A.  V.  Division. 


47 


LOCOMOTIVE 

Pennsylvania  Railroad 

Company 

TYPE  ^-a-o 

CLASS  H^S 

TEST  DEPARTMENT 

NUMBER 

LOCOMOTIVE  Testing  Plant 

SUBJECT  SeLt-P"  Cue.A,\H^  F’ROM'T 

ALTOONA  PA  "Z.— 

I 


Fig.  24. 

A front  end  arrangement  developed  and  used  on  the  Erie  Division. 


48 


Fig.  26. 

A front  end  arrangement  developed  and  used  on  the  Lines  West.  This  arrangement  is  simple 
and  easily  applied.  It  gave  the  best  results  of  any  tested. 


49 


results  were  accepted  as  showing  the  general  performance  of  the 
front  end  being  tried.  No  efficient  means  of  collecting  the  cinders 
discharged  from  the  stack  was  available  at  the  time  of  the 
tests,  so  the  only  measurement  of  cinders  that  could  be  made 
was  of  those  remaining  in  the  smokebox. 

92.  The  coal  used  was  Jamison  run-of-mine,  a high  volatile 
coal  which  has  been  used  to  a considerable  extent  on  the  Loco- 
motive Testing  Plant  with  this  class  of  locomotive.  It  is  a bitu- 
minous coal  of  fair  quality  and  contains  a considerable  amount  of 
small  size  material,  which  is  discharged  as  sparks.  It  is  not, 
however,  in  this  respect,  like  the  low  volatile  friable  coals  which 
form  a much  larger  quantity  of  sparks. 

93.  Five  or  more  tests,  from  one  to  two  hours  each,  were 
run  with  each  front  end,  and  the  results  are  shown  in  Tables  10 
to  14.  A general  summary  of  the  results  for  a test  at  about  the 
maximum  evaporation  for  each  of  the  front  ends  is  shown  in 
Table  15. 

Table  15. 


1 

Front  End  Arrangement 

Test 

No. 

Test 

Designation 

Average 

Boiler 

Pressure 

Actual  Evaporation  of  j 

Water  per  Hour  | 

Equivalent  Evaporation  per! 
Square  Foot  of  Heating 
Surface. 

Draft  in 
Smokebox 
Inches  of 
Water 

Dry  Coal,  Pounds  per 

D.  H.P.  1 

Cinders  Collected  in  Smoke- 
box, Pounds  per  Hour 

M.  P.  H. 

Cut-off 

Throttle 

Front  of 
Diaphragm 

Back  of 
Diaphragm 

Fig.  25... 

1200.446 

19.2 

45 

F 

204.9 

33722 

16.4 

6.8 

4.9 

5.37 

17 

Fig.  22... 

1200.427 

19.3 

45 

F 

201.6 

32438 

15.8 

5.7 

5.1 

4.87 

29 

Fig.  23... 

1200.448 

19.2 

45 

F 

188.3 

31208 

15.2 

5.1 

4.9 

5.56 

136 

Fig.  24... 

1200.440 

19.2 

45 

F 

178.9 

29820 

14.5 

.5.0 

4.0 

•4.68 

11 

*Fig.  20... 

1200.366 

19.4 

45 

F 

192.0 

33891 

16.2 

6.9 

6.1 

5.13 

375 

* No  test  made  at  this  rate  with  Jamison  coal  and  standard  front  end.  The  coal  used 
in  this  test  was  similar  to  Jamison. 


94.  The  test  of  the  arrangement.  Fig.  25,  shows  an  average 
boiler  pressure  of  204.9  pounds,  an  evaporation  of  33,722  pounds 
of  water,  or  an  equivalent  evaporation  of  16.4  pounds  per  square 
foot  of  heating  surface.  The  draft  in  the  smokebox  was  6.8 
inches  of  water,  and  the  cinders  collected  were  17  pounds  per 
hour.  In  the  test  of  arrangement.  Fig.  22,  it  will  be  noted  that 
the  steam  pressure,  the  evaporation  and  draft  in  the  smokebox 
are  less,  while  the  cinders  collected  are  29  pounds  per  hour.  The 


50 


arrangement,  Fig.  23,  shows  a still  lower  pressure  and  evapora- 
tion and  136  pounds  of  cinders  collected  per  hour.  The  arrange- 
ment, Fig.  24,  shows  a still  lower  pressure,  evaporation  and  draft, 
but  it  shows  a very  small  quantity  of  cinders  collected. 

95.  It  will  be  noted,  however,  from  Table  14,  that  this  is  an 
exceptionally  small  quantity  of  cinders  for  this  front  end.  Table 
9 brings  out  the  fact,  that  while  this  front  end  shows  fair  results 
in  quantity  of  cinders,  at  the  same  time  it  shows  very  poor  results 
in  steaming. 

96.  The  results  of  the  tests,  showing  coal  fired  and  cinders 
collected  in  the  front  end,  are  illustrated  in  Fig.  26. 

97.  The  standard  front  end,  as  would  be  expected,  shows  the 
largest  quantity  of  cinders  collected.  The  Buffalo  arrangement 
appears  to  be  a little  better  than  the  standard  front  end,  which  is 
not  self-cleaning.  The  Sunbury  front  end  is  better  than  the 
Buffalo  front.  The  baffle  plate  arrangement  comes  next  in  quan- 
tity of  cinders  collected,  while  the  Lines  West  front.  Fig.  25, 
shows  the  best  results  of  all,  with  it,  there  is  formed  a small  bank 
of  cinders  in  front  of  the  exhaust  pipe,  but  as  this  bank  does  not 
grow  to  a large  size  the  front  is  self-cleaning  for  all  practical 
purposes. 

98.  The  Lines  West  front  end  shows  also  the  best  evapora- 
tion. While  Table  9 gives  an  evaporation  of  33,722  pounds  per 
hour  for  this  front  end,  the  locomotive  was  actually  forced  to  an 
evaporation  of  34,256  pounds  per  hour  with  this  arrangement. 
The  average  boiler  pressure  in  this  latter  test  was,  however,  191.1 
pounds,  indicating  that  the  limit  of  boiler  capacity  was  reached 
or  exceeded. 

99.  The  Buffalo  and  Sunbury  front  ends  would  not  be  dif- 
ficult or  expensive  to  apply.  This  does  not  seem  to  be  the  case, 
however,  with  the  baffle  plate  arrangement.  Fig.  22.  It  has  all  of 
the  parts  of  the  original  standard  front  end,  with  the  baffle  plate 
added.  This  baffle  plate  has  a manhole  in  it  to  be  used  to  enter 
the  smokebox  for  examination.  The  other  front  arrangements 
can  be  examined  by  opening  the  smokebox  door,  while  with  this 
baffle  plate  the  inside  manhole  plate  must  be  removed. 

100.  Having  eliminated  the  other  front  ends  for  the  reasons 
as  given,  we  have  remaining,  the  Lines  West  arrangement.  Fig.  25. 
This  is  a simple  and  practical  front  end  which  gives  good  results 
in  both  steaming  and  self-cleaning. 


CO-ORDINATE  PAPER.  J B Webb  Hoboken,  N J. 


51 


Fig.  26. 

Cinders  remaininQ  in  smokebox  and  coal  fired  per  hour  This  diagram  shows  how  nearly  the 
different  arrangements  are  completely  self-cleaning.  The  Suffalo  and  Sunbury  fronts  are  little 
better  than  the  standard,  which  is  not  self-cleaning. 


CO-ORDINATE  PAPER.  I B Webb.  Hoboken, 


52 


Conclusions  (E  Class). 

101.  A front  end  arrangement  has  been  developed  for  the 
E class  locomotive,  which  while  self-cleaning,  maintains  the  boiler 
capacity  or  maximum  evaporation  fully  equal  to  that  with  the 
standard  front  end  arrangement  formerly  used. 

102.  With  friable  coals,  where  large  quanties  of  cinders  are 
formed,  the  boiler  capacity  will  be  increased  on  long  runs,  on 
account  of  the  smokebox  being  kept  clear  of  cinders  which  would 
obstruct  the  draft. 

103.  The  outside  and  inside  stacks  as  now  used  on  this  class 
of  locomotive  appear  to  give  better  results  than  can  be  obtained 
with  the  form  recommended  by  the  Master  Mechanics’  Commit- 
tee, and  it  is  thought  advisable  to  retain  them. 

104.  The  diaphragm  plate  may  be  located  at  the  proper 
height  to  produce  the  cleaning  effect  desired  without  causing  any 
difficulty  with  the  burning  of  the  fire.  (Paragraphs  29  to  31.) 

105.  The  best  results  were  obtained  when  the  passage  for  the 
gases,  under  the  diaphragm,  was  smooth  and  free  from  abrupt 
changes  of  form. 

106.  The  inclined,  adjustable,  diaphragm  plate,  often  used, 
was  found  to  cause  an  obstruction  to  the  flow  of  gases  and  is 
undesirable.  In  the  experiments,  the  height  of  the  whole  horizon- 
tal plate  of  the  diaphragm  was  varied  and  the  final  position 
recommended  is  suitable  for  any  locomotive  of  this  class  and 
means  for  adjustment  is  not  considered  necessary. 

107.  The  front  end.  Fig.  19,  giving  the  best  results  is 
arranged  as  follows : The  diaphragm  plate  has  no  holes  in 
it,  it  extends  forward  7^  inches  beyond  the  centre  of  the 
exhaust  pipe,  and  the  forward  edge  is  14|  inches  above  the 
bottom  of  the  smokebox  at  the  centre.  The  lower  end  of  the 
stack  is  12  inches  above  the  exhaust  nozzle.  A 5j-inch 
exhaust  nozzle  is  used. 

R^:commendations  (E  Class). 

108.  The  front  end  arrangement  shown  in  Fig.  19  is  the 
final  development,  and  is  recommended  as  the  one  giving  the  best 
results. 


53 


109.  The  front  end  arrangement  is  of  sufficient  importance 
in  the  steaming  of  the  locomotive  to  have  a periodic  inspection 
for  correct  location  of  parts,  and  we  recommend  that  such  an 
inspection  be  made  at  the  time  of  the  hydrostatic  test  of  the  boiler. 
A blank  form  should  be  provided  to  be  filled  in  with  the  diameter 
of  the  exhaust  nozzle  and  the  actual  dimensions  of  the  essential 
parts  of  the  arrangement. 

110.  New  locomotives,  of  this  class,  or  locomotives  under- 
going extensive  repairs  should  have  applied  the  front  end  as 
shown  in  Fig.  19. 

Conclusions  (H6b  Class). 

111.  Two  of  these  front  ends,  the  Buffalo  and  Sunbury,  are 
scarcely  to  be  considered  as  self-cleaning,  and  the  Sunbury  front 
with  its  petticoat  pipe  is  a very  poor  steaming  arrangement. 
(Paragraphs  95  and  97.) 

112.  The  baffle  plate  front  end  gives  fair  results  in  dis- 
charging cinders  and  in  steaming,  but  its  extreme  complication 
is  very  evident. 

113.  The  Lines  West  front  gave  very  satisfactory  results  in 
steaming  and  cleaning.  It  is  a simple  and  practical  arrangement. 

Recommendations  (H6b  Class). 

114.  We  recommend  that  in  new  work  or  in  extensive  repair 
work  on  smokeboxes  of  the  H6a  and  H6b  classes  that  the  arrange- 
ment shown  in  Fig.  25  be  applied,  for  the  reason  that  it  makes  a 
better  steaming  locomotive  at  all  times,  and  prevents  failures, 
caused  by  the  filling  with  cinders  and  burning  out  of  the 
smokebox. 

C.  D.  YOUNG, 

Engineer  of  Tests. 

Approved  : 

J.  T.  WALLIS, 

Genl.  Supt.  Motive  Power. 

Test  Department, 

Altoona^  Penna., 

August  31,  1912. 


54 


LOCOMOTIVE: 

TYPE..  4-4-2 

CLASS 

NUMBER  .8266 


Pennsylvania  Railroad  Company 

Philadalphia,  Baltimore  & Waahinoton  Railroad  Company 
Northern  Central  Railway  Company 
Watt  Jaraay  dl  Seashore  Railroad  Company 
TEST  OEPARTIS/IENT 


Average  Results  of  Locomotive  Tests 


Bulletin  Ko,  9 

Test  nos., 900*25  to 
900.47 


SUBJECT: Self-Cleaning  Pront  End 


Altoona,  Pa.,  9~9~07 


DRIVING  Wheels 

Number  of  Pairs 2 _ 

Approx.  Diameter,  inches _B0 

Engine  Truck  Wheels 

Number 4- 

Diameter,  inches .36- 

Trailing  Wheels 

Diameter,  inches 50- 

Wheel  BASE,  FEET 

Driving  Wheel  Base 7^42 

Total  Wheel  Base 30.65 

G age  of  Wheels 56.13  - 

WEIGHT  OF  ENGINE  WITH  WATER 
AT  20.  GAGE  COCK  AND  NORMAL 
FIRE.  POUNDS 

On  Truck 27X67. 

* Ist  Drivers : 53334  . 

-2d  “ _66667_ 

* 3d  - — rr 

* 4th  “ 

“ 5th  - 

- Trailers 37000 

Total  


- on  Drivers 110000 

Cylinders 

Diam.  and  Stroke,  H.  P 20.5  X 26_. 


CLEARANCE  IN  PER  CENT.  OF  PISTON 
DISPLACEMENT 

H.  P.  Right,  Head  End  12.7_. 

- - Crank  “ 12.1_ 

- Left,  Head  “ 12.4- 

* - Crank  “ 11»9 

L.  P.  Right,  Head  “ .-m— 

- - Crank  “ *—  . . 

- Left,  Head  “ 

- - Crank  “ 

RECEIVER,  Cubic  Feet 

Volume  Right  Side 

- Left  - 

Steam  ports,  Inches 

H.  P.  Admission,  Length  19.67 

Width i»4e- 

L.  P.  - Length 

' - Width 

H.  P.  Exhaust,  Length ^9a64 

* • Width  2w96 

L.  P.  “ Length ' 

* - Width  


Piston  rods,  Diameter 
Inches 

High  Pressure 3.515 

Tail  Rods,  Diameter, 

INCHES 

High  Pressure 

Valves 

Type  Dottble  Ported  Bal 
Design  ov,yi  B^l^Yalyg  ( 

Per  Cent.  Balanced  76.7-  - 

Type  of  Valve  Motion 

Greatest  Valve  travel 

High  Pressure,  inches 7,0 

Low  “ “ . 


Outside  lap  of  valve 
High  Pressure,  inches  l.B 

Low  “ “ 

INSIDE  LAP  OF  VALVE 
High  Pressure,  inches 

Low  - “ — — 

Boiler 

Type  Balpttiro  TTido  Flro  bi 

Outside  Diam.  1st  Ring .67.0- 

Tubes 

Number 31S 


Outside  Diam.,  inches 
Pitch  * _ 

Length  Between  Tube 

Sheets,  inches 

Total  Fire  Area,  sq.  ft. 

Boiler  Pressure,  pounds 

Superheater 
Number  of  Tubes 


2.625 

179.78 
__3.26 
205- 


Outside  Diam.  “ inches — 

Length  of  * * — — » 

Firebox,  inside,  inches 

Length 114.0- 

Width  66.0- 

Air  Inlets  to  Ashpan, 
sq.  ft __ 


6.3- 


qrates 

Type  Roolrlng  Flagog 

Grate  Area,  sq.  ft. 55.5. 


Area  of  Dead  Grates  . 


3.3 


Heating  Surface, 

Square  Feet 

Of  the  Tubes,  Water  Side  2471  04 
“ “ • Fire  “ 2I62I4O 

“ “ Firebox,  “ “ 156.66 

“ * Superh’r,  “ * — — 

Total,  Based  on  “ “ 2319.26 

of  Firebox  and 

Waterside  ofTubes  2627,90 
Boiler  Volume 

WITH  WATER  SURFACE  AT  LEVEL 
OF  2D  GAGE  COOK 

Water  Space,  cu.  ft.  338.6 

Steam  “ •*  “ 109.9 

Exhaust  nozzle 

Double  or  Single SlUglfi  

Size,  inches .*•_ 

. . , 0.625“ 

Ar6df  SQ*  inches _ . ft 

REVERSE  lever 

H.  P.  Notches  Forward  of  Center  16  - 

L.  P.  Notches  Forward  of  Center 

Ratios 

Heating  Surface  (158)  to 

Grate  Area  (145)  _ -41.79 

Fire  Area  Thru  Tubes  vl19) 

to  Grate  Area  (145)  _ .09 

Firebox  Heating  Surface  (156) 

to  Grate  Area  (145)  

Tube  Heating  Surface  (155) 
to  Fire  Box  Heating 
Surface  (156)  13,79 


*U8EO  IN  OALOULATKMS 


Table  3. 

Dimensions  of  E2a  locomolive  5266. 


55 


TEST 

NUMBER 

RUNNING  CONDITIONS 

BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Toit, 

Hours 

Miles 

per 

Hour 

Throttle 

Opening, 

Full  or 
Partial 

Actual 

Cut-off 

Per  Cent., 

H.  P, 
Cy'inders 

Draft 

In 

Grebes 

Pros  sure 

In  Boiler, 
Lbs.  per 

Sq.  Inch 

Draft 

In 

Smoke  Box, 
Inches 
of  Water 

D'aft 

in 

Ash  Pan, 
Inches 
of  Water 

CaloilAc 
Vaiuo 
of  Dry 

Fuel, 

8.  T.U.porLh. 

Cinders 

Collected  in 

Smoke  Box, 

Pounds 
psr  Hour 

R.  P.  a.  Cul-ott  TbrotlU 

196  1 

1 199 

203 

268  to  271 

217  1 

! 222 

225 

24.8 

1 238 

-9If 

160-27-F 

3,0 

38.20 

Full 

2.1 

188,4 

7.7 

0,3 

16167 

492 

900,3 

160-32-P 

2,0 

37,66 

«• 

2,5 

201.2 

8,3 

0.2 

14360 

326 

900.26 

160-27-r 

1.5 

37,66 

• 

1.2 

179,2 

4,9 

0.2 

15402 

0 

900,26 

160-27-P  . 

1.0 

37,66 

9« 

1.1 

161.4 

4,8 

0,2 

15402 

0 

900,28 

160-26-P 

2,0 

37,66 

m 

1.2 

199.0 

5.0 

0.2 

15402 

0 

900,29 

160.30-F 

1.0 

37.66 

m 

1.6 

173.3 

5,6 

0.2 

15402 

0 

900,30 

160-27-F 

1.0 

37,65 

m 

1.5 

166,9 

5,3 

0,2 

15402 

0 

900,31 

160-27-F 

1.5 

37,66 

n 

1.3 

176,7 

4.8 

0.2 

16402 

0 

900.32 

160-27-P 

1.0 

37.66 

1.4 

195,1 

6.2 

o;2 

1S60& 

46 

900,33 

160-32-F 

1.0 

37,65 

H 

2.6 

179.0 

6,8 

0.2 

14229 

26 

M.  F.  394  A-Bixlh  Sheet 
« t iu‘^ 

LOCOMOTIVE: 

TYPE  4-4-4: 

CLASS  B2« 

NUMBER 

SUBJECT ; Front  md  Trials 


Pennsylvania  Railroad  Company 

PhiU4«iphia,  Bsilimoro  & Wathinglon  fltilroad  Company 
Northern  Conirel  fleilwey  Company 
Watt  Jeraey  4i  Saathore  Railroad  Company 
XESX  DEPARTMENT 


FUEL;Soalp  Level 
and  Penn  das  Coal 


Average  Results  of  Locomotive  Tests 


Altoona,  Pa., 9-^1907 


BOILER  PERFORMANCE 


TEST 

NUMBER 

Dry  Fuel 
Fired 
per  Hour, 
Pounds 

Dry  Fuel 
per  Hour. 
Pounds  per 

Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 

FROM  ANO  AT  2120  F..  POUNDS 

BoTer 

Horse 

Pn»er 

(3d;;iJ.ot  f.) 

Efficiency 
of  Boiler, 
Based 

Fuel 

Draft 

Bank 

of 

Dianlu 

Per 

Hour 

Per  Hour 
per  Sq.  ft. 

nf  fire 

Heat  n?  Sur. 

FuP*'’ 

Pound 

of 

Dry  Fue! 

338 

339 

340 

344 

345 

347 

349  { 

350 

917 

4802 

86.55 

28670 

34793 

15.00 

7.25 

1008,6 

46.17 

6,2 

900,3 

6039 

106,81 

35232 

42305 

18,24 

7,01 

1226.3 

47.16 

4,2 

900,25 

3749 

67,66 

25115 

29866 

12,88 

7.97 

866,7 

49,98 

3.2 

900,26 

4116 

74.U 

26296 

31288 

13,49 

7,60 

906,9 

47,66 

3,3 

900,28 

4169 

76,13 

26182 

31236 

13.47 

7,49 

905,4 

46,97 

3,3 

900,29 

4392 

79,14 

26243 

33677 

14,48 

7.65 

973,3 

47,97 

4.0 

900.30 

4462 

60.40 

27270 

32532 

14.03 

7.29 

943,0 

46.71 

3.7 

900,31 

3903 

70.32 

26797 

30707 

13,24 

7.87 

890,1 

49.35 

3.4 

900,32 

4446 

80.11 

27990 

53362 

14,38 

7,50 

967,0 

47,03 

4.3 

9QPe» 

i 37627 

16.22 

6.46 

1090.7 

43.85 

5^9 

ENGINE  PERFORMANCE 


Branch  Pipe, 
P»u«d$ 
per  Sq  In 


Branch 

Pipe 

Orqreej  F. 


ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

Dry  Steam 
to 

ludicated 

Dry  Fuel 
per 

Dry  Steam  | 

per 

Front 

Drawbar  j 

Dynaasometer 

1 O' 

Dry  Fuel 
per 

Dry  Steam 
per 

Machine 

Efficiency 

fheruial 

Effictency 

E3(hai»t 

NUMBER 

Engints, 

Pounds 

Horse 

Indicated 

Horse 

Indicated 

Horse 

Pull, 

Drawbar 

Hone 

Oyntmom. 

Horse 

Dynamom. 

Horse 

of 

Locomotive, 

af 

lACWoSb,, 

HoBzle 

per  Hour 

Power 

PowsrHour, 

Power  Hour, 

Pounds 

Power 

Power  Hour, 

Power  Hour, 

Per  Cent. 

pwCeM., 

Olaaeter 

Pounds 

Pounds 

Pounds 

Pounds 

Used  on  Fuel) 

214 

379 

380 

381 

265 

383 

384 

386 

398 

399 

917 

Fl«,2 

8767 

892,1 

5,38 

31,34 

300 

5,626 

900,8 

• 2 

10535 

1193,6 

5,06 

29,2 

3.6 

5,625 

900,25 

• 8 

8684 

872,0 

4,30 

26.51 

3,64 

5.625 

900.26 

- 9 

8786 

882,2 

4.66 

28,50 

3,65 

5,625 

900,28 

• 9 

8926 

896,3 

4,66 

28,89 

3,55 

6,760 

900,29 

••  10 

9970 

L001,2 

4,39 

2T,92 

3,76 

5,760 

900,30 

- 10 

9529 

956,9 

4,66 

28,21 

3,55 

5,760 

900.31 

*•  10 

8927 

896,4 

4,36 

20.49 

3,00 

5,625 

m 

JJL 

imj 

m± 

27.06 

^.84 

3,81 

5,750 

52750 

Table  4. 

Results  of  front  end  tests,  E2a  class  locomotive. 


56 


M.  P.  304  4,-8izth  Sheet 

’ Pennsylvania  Railroad 

1 Philedelphie,  Beltimere  & Waihieglen  Reiir 

LOCOMOTIVC  . Norther.  Central  Railway  Cetnpe 

-fYPE  4p‘4*»K  V/aat  Jersey  4 Seashore  Railroad  Co 

niASS  Xte  OEPARXMEr 

NUMBER  6266.  . Average  Results  of  Locow 

SUBJECT : ftfoat  Bad  SrlalB 

11 4*10 

Company 

064  Company 

mpen,  FUEL;  Peim  OaB  and 

VT  SoeOn  Iseral  Coal 

lOTivE  Tests 

Altoona,  Pa.,  9r*9-1907 

TEST 

NUMBER 

RUNNING  CONDITIONS 

BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Toot, 

Hoen 

Miles 

per 

Hour 

Throttio 

Opening, 

- Full  or 
Pirtial 

Actual 

Cut-aff 

Percent, 

H.  P. 

Cy  linden 

Drsft 

In 

Jlrebox 

Pressure 

In  Boiler, 

Lbs.  per 

Sq.  Inch 

Draft 

In 

Smolae  Box, 
Inches 
of  Water 

Draft 

in 

Ash  Pan, 
Inches 
of  Water 

Calorific 
Value 
of  Dry 

Fuel, 

B.T.  U.  per  Lb. 

cinders 

Collected  in 

Smoke  Box, 

Pounds 
per  Hour 

L r.  Cal-cft  Tkrottla 

196 

199 

203 

268  to  271 

I 

222 

225 

248 

238 

900.35 

900.36 

900.37 

900.38 

900.39 

900.40 

160-27-F 

160-27-F 

160ra32-.F 

160-27-F 

160-27-P 

160-27-F 

1.0 

1.0 

1.0 

1.0 

1.0 

0.5 

37.66 

37.66 
37.66 

37.66 

37.66 
37.56 

Poll 

m 

ft 

B9 

M 

91 

1.4 

1.4 

2.9 

1.5 

1.4 

1.2 

199,9 

198.6 
204,1 
200,4 
184.3 

172.6 

5,6 

6.3 

9.5 

5.9 

6.0 

4.6 

0,3 

0,3 

0,3 

0,3 

0,3 

0.2 

15402 

15402 

14233 

15402 

15402 

15402 

10 

10 

6 

255 

76 

0 

TEST 

NUMBER 

BOILER  PERFORMANCE 

ENGINE  PE« 

FOIIMANCE 

Dry  Fuel 
Fired 
per  Hour, 
Pounds 

Dry  Fuel 
per  Hour. 
Pounds  per 
Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 

FROM  ANO  AT  212®  F..  POUNDS 

Boiler 

Horse 

Power 

(34>iU.ofE.) 

Efficiency 
of  Boiler, 
Based 
on 

Fuel 

Draft 
Back  1 
of 

llanoh.  1 

Proiiuro 

In 

Branch  Pipe, 
Pounds 
per  Sq.  In. 

Superheat 

In 

Branch 

Pipe 

Degrees  F. 

Per 

Hour 

Per  Hour 
per  Sq.  Ft 
of  Fire 
Heating  Sur. 

Per 

Pound 

of 

Dry  Fuel 

1 338 

339 

340 

344 

345 

347 

349 

360 

1 220 

230 

900.35 

900.36 

900.37 

900.38 

900.39 

900.40 

4702 

4286 

5702 

4206 

4478 

84.72 

77.21 

102,74 

75.78 

80.68 

28693 

28318 

35326 

29201 

26430 

34243 

33717 

42141 

34840 

31502 

14.76 

14.54 

18,17 

15.02 

13.58 

7.28 
7.87 
7.39 

8.28 
7,03 

992.6 

977.3 

1221.5 

1009,9 

913.1 

45.65 

49.36 

50.15 

31.92 

44.08 

4.6 

4.6 

7.4 

4.7 

3.9 

3.1 

t 

ENGINE  f 

>ERFORM 

ANCE  1 

LI 

DCOMOT 

IVE  PERFORMANCE 

TEST 

NUMBER 

Dry  Steam 

to 

Eeglnet, 
Pounds 
par  Hour 

Indicated 

Hone 

Power 

Dry  Fuel 
per 

Indicated 

Hone 

Peww  Hour, 
Pounds 

Dry  StOMi 

Indlcitod 

Horse 

Power  Hour, 
Pounds 

Front 
End  1 

I Drawbtr 

1 

1 Pounds 

Dynanometer 

Of 

Drawbar 

Hone 

Power 

Dry  Fuel 
per 

Dynamern 
Hone 
Power  Houi 
Pounds 

Dry  Steam 
9^ 

Dyaanom. 

Hena 

r,  Power  Hour 
Pounds 

Machine 

Effidency 

of 

LteonoHve, 
Par  Cent. 

Thermal 

Effidency 

ef 

Laemnetiva, 
pm’ Cent, 
(iMdmiFuell 

l:diouat 

ETozzle 

Diaieter 

214 

379 

380 

381 

1 286 

383 

384 

386 

396 

399 

900.3C 

900.36 

900.37 

900.38 

900.39 

900.40 

Fie.8 
••  8 
••  8 
" 11 
••  11 
" 12 

10418 

10324 

12198 

8596 

1046.2 

1036.7 

1224.9 

Bo 

4.49 

4.13 

4.66 

recos 

1 

27.12 

27,04 

28.45 

3.68 

4.00 

3.84 

6.76 

6.76 

5.75 

5.75 

5.75 

6.25 

Table  5. 

Results  of  front  end  tests,  E2a  class  locomotive. 


57 


RUNNING  CONDITIONS 

B-OILER  PERFORMANCE 

TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

Teat, 

Hoora 

Milos 

per 

Hour 

Thrdtm 

Oponleg, 

Full  or 
Partial 

Actual 

Cut-off 

Per  Cent, 

H.  P. 
Cylinders 

Draft 

in 

PlreteK 

1 Pressure 

1 In  Boiler, 
Lbs.  per 

1 b<).  Inch 

Draft 

In 

Smoke  Box, 
Inchet 
of  Water 

Draft 

In 

Ash  Pan, 
Inchoi 

orWitar 

Calorific 
Value 
of  Dry 

Fuel, 

3.T.U  per  Lb. 

Cinders 

Collected  In 

Smoko  Box, 

Pounds 
• per  Hour 

E P.  M.  Cut-off  nrottia 

196 

199 

203 

268  to  271 

1 217 

222 

225 

248 

238 

900.41 

160w27-F 

2 

37,56 

mi 

8*1 

200.8 

6.9 

0,3 

14382 

0 

900.42 

160.W27-.F 

2 

37.66 

1.9 

203.4 

6,7 

0,3 

I* 

0 

900,43 

160-27-mP 

2 

37.66 

n 

2.0 

204.6 

7,1 

0.3 

I* 

0 

900.44 

160-27-? 

2 

57.56 

•* 

1.9 

202.3 

6.8 

0.3 

» 

0 

900.45 

160-32>4f 

£ 

37.56 

H 

2.6 

199.5 

8.7 

0.4 

M 

0 

900,46 

160-27-P 

2 

37,66 

Partial 

0.6 

206.8 

1.8 

0,2 

n 

3 

900.47 

160-27-F 

2 

87.66 

Full 

1.9 

195.8 

6.7 

0.3 

n 

10 

M.  P.  384  A-«lith  ehost 

Pennsylvania  Railroad  Company 

LOCOMOTIVE: 

TYPE  4HH* 

CLASS  12a  ... 

NUMBER  6264  Average  Results  of  Locomotive  Tests 

SUBJECT  : Frqali  )Ba4  Trials  Altoona,  Pa  10«lrOJ07 


Pkiladtipliii,  BaHimar*  4 Wiatiiagtoa  Railroad  Company 
Norlhorn  Contral  Railway  Company 
Wooi  Joroay  4 Saaihoro  Railroad  Company 
XEiaT  DERAR-TMENT 


FUEL:  Pem  Has 
Cool 


BOILER  PERFORMANCE 


EHGINE  PERFORMANCE 


TEST 

NUMBER 


FIrod 
par  Hour, 
Pounds 


Pouodi  par 
8q.  rt  of 
Grate 


Water 
Dollvarod 
to  Boiler, 


EQUIVALENT  EVAPORATION 
FROM  AND  AT  2120  F..  POUNDS 


Per  Hour 
per  S<|.  Ft. 

KsiWng'sur, 


Per 

Pound 

of 

Dry  Fuel 


Hot  so 
Power 

(34SU.ofE. 


Efficiency 
of  Boiler, 
Based 


Draft 

Bade 

of 

[)laphw 


Pressure 

In 

Brand)  Pipe, 
Pounds 
porSq  In. 


Branch 

P'p. 

Degrees  F. 


338 


345 


220 


900441 

900.42 

900.43 

900.44 

900.45 

900.46 

900.47 


4469 

3888 

4641 

3776 

4799 

1421 

4030 


80.88 

70.06 

83.62 

68,04 

86.47 

25.60 

72.61 


31166 

29706 

31032 

30437 

34676 

14206 

28882 


35552 

37177 

36458 

41497 

16970 

34525 


16.07 

15.33 

16.03 

16.72 

17^89 

7,32 

14.89 


8.31 

9.14 

8,01 

9.66 

8.66 

L1.94 

8,57 


1080.7 

1030.6 

1077.6 

1056.6 

1202.8 

491.9 

1000.7 


55.80 

61.38 

63.79 

64.87 

58.09 

80.18 

5'!',66 


5.5 

6.2 

5.6 
5.4 

6.7 
1.6 
4.6 


ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 


Dry  Steam 


Engines, 

Pounds 


Dry  Fuel 
P*'' 

Indicated 

Hofin 

Power  Hour, 
Pounds 


Dry  itaam 

j>0) 

Indicated 

Horse 

Power  Kcjr, 
Pounds 


Front 

Bad 


Drawbar 

Pull, 

Pounds 


Dynamomotor 

Drawbar 

Horse 

Power 


Dry  Fuel 
per 

Dyne  mom. 
Horse 

Power  Hour, 
Pounds 


Dry  Steam 
per 

Dynamom, 


Power  Hour. 
Pounds 


Kachlna 

Efficiency 

of 

Locomotivt, 
Per  Cnnt. 


Thermal 

tSifoncy 

of 

Ucemetlira, 
per  Cent, 
itiodonFuol: 


Bshenst 

Hozzle 

itPlaaatar 


380 


286 


383 


384 


398 


399 


900.41 

900.42 
900.48 
900.44 

900.46 
900«46 

900.47 


Fle.l4 
" 16 
" 16 
" 16 
• 16 
• 16 
• 18 


10622 

L0334 

L0250 

L0400 

L1967 

3894 

110142 


1064. 

1035.3 

1026,8 

1041.9 

1198.9 
400.1 

1016.0 


4.14 

3,76 

4.52 

3,62 

4.00 

3.55 

3.97 


28.46 

26.39 

29.66 

26.91 

28.63 

34.63 
£8.19 


4.27 

4,71 

3.91 

4,89 

4.42 

4.98 

4.46 


5.76 

6.76 

5.76 

5.76 

6.75 

5.76 
5,75 


Table  6. 

Results  of  front  end  tests,  E2a  class  locomotive. 


58 


Pennsylvania  Railroad  Company 

LOCOMOTIVE: 

type  4-4-2 

CLASS 

iMUMBER  .29e4  Average  Results  of  Locomotive  Tests 
SUBJECT: Seif-cloaaiag, JTont  End  Altoona,  Pa. 


PhiUdelphia,  Baltimora  i,  Washington  Railroad  Company 
Northern  Central  Railway  Company 
West  Jersey  &,  Seashore  Railroad  Company 
TEST  OEF=»ARTIVtErMT 


Biaietin  I7o.  9 
Test  nos., 

1001  to  1008  Incl, 
11-4-07 


DRIVING  WHEELS 

Piston  Rods,  Diameter 

1 

Number  of  Pairs 

Z 

INCHES 

2 

Approx.  Diameter,  inches  _ 

80 

74 

High  Pressure  ..  _ _4 

154 

Engine  Truck  Wheels 

76 

Low  " . . — 

155 

14 

Number 

4 

TAIL  RODS,  Diameter, 

156 

15 

Diameter,  inches 

36_ 

INCHES 

157 

Trailing  Wheels 

78 

High  Pressure -:rT_ 

»158 

16 

Diameter,  inches 

_ 50 

80 

Low  “ 

159 

Wheel  base,  feet 

VALVES 

17 

Driving  Wheel  Base_. 

7.42 

62 

Type  Rlflharciaon  Balanced — 

ie 

Total  Wheel  Base 

. 30,85 

83 

Design 

19 

Gage  of  Wheels 

_ 4^71 

64 

Per  Cent.  Balanced 

WEIGHT  OF  ENGINE  WITH  WATER 

86 

Type  of  Valve  Motion  Stephansiin 

160 

AT  20.  GAGE  COCK  AND  NORMAL 

Greatest  Valve  travel 

161 

FIRE.  POUNDS 

86 

High  Pressure,  inches 

20 

Am  T rii/'L 

33700 

88 

Low  “ “ — 

2 1 

un  1 ruvK 

“ 1st  Drivers 

56700 

Outside  lap  of  valve 

162 

22 

“2d  * 

_6Jt50_0_ 

90 

High  Pressure,  inches  * 

163 

23 

“ TH  " 

, ^ , 

94 

Low  **  " 

167 

24 

“ 4th  “ 

Inside  lap  of  Valve 

“ StK  “ 

98 

High  Pressure,  inches  ♦ 

168 

26 

vin  

“ Trailers  

~ 31200 

102 

169 

27 

Total 

_iaaJJDQ 

Boiler 

28 

“ on  Drivers 

118200 

113 

TypeBalpaira-Jrida  Fire  Box 

1 7 1 

Cylinders 

114 

Outside  Diam.  1st  Ring  . 67  . 

Diam.  and  Stroke,  H P 22  X 26 

Tubes 

172 

* * “ L.  P 

116 

Number  315 

CLEARANCE  IN  PER  CENT. 

OF  piston 

116 

Outside  Diam.,  inches  _ Z— 

173 

DISPLACEMENT 

Pitch  . “ 2.625- 

40 

H.  P.  Right,  Head  End  . 

118 

Length  Between  Tube 

174 

4 1 

“ * Crank  “ 

♦ 

Sheets,  inches  _ 179 *78.  „ 

42 

■ Left,  Head  “ 

♦ 

119 

Total  Fire  Area,  sq.  ft.  . 5,26 

43 

“ “ Crank  “ 

124 

Boiler  Pressure,  pounds 205_. 

44 

L.  P.  Right,  Head  “ 

r-rr_ 

Superheater 

45 

* “ Crank  “ 

125 

Number  of  Tubes  — 

46 

‘ Left,  Head  “ 

— 

126 

Outside  Diam.  “ inches ~— 

47 

* * Cr^nk  **  

128 

Length  of  “ “ 

REcetvER,  Cubic 

FEET 

Firebox,  inside,  inches 

48 

Volume  Right  Side 

— 

132 

Length 114- 

49 

“ Left  “ 

133 

Width  : • _._6a 

Steam  ports,  inches 

137 

Air  Inlets  to  Ashpan, 

SO 

H.  P.  Admission,  Length  _ 

- 20- 

sq.  ft. 6.3 

6 1 

“ * Width 

1.5. 

Grates 

68 

L.  P.  “ Length 

— 

144 

Type  BocldLi^ -Finger  

69 

• ‘ Width 

— 

146 

Grate  Area,  sq.  ft- ■ 55.5. 

66 

H.  P.  Exhaust,  Length 

20_ 

146 

Area  of  Dead  Grates  6JD 

67 

‘ “ Width 

a_ 

70 

L.  P.  “ Length 

— 

7 1 

* * Width  . 

Heating  surface, 

Square  Feet 

Of  the  Tubes,  Water  Side  2471 ,04 

* * • Fire  “ 2162,40 

“ “ Firebox,  “ “ 156.86 

“ * Superh’r,  “ “ 

Total,  Based  on  “ “ 2319.26 

of  Firebox  and 

Waterside  of  Tubes  26£7.90_ 

BOILER  VOLUME 
WITH  WATER  SURFACE  AT  LEVEL 
OF  2D  GAGE  COCK 

Water  Space,  cu.  ft.  * 

Steam  " , ♦ 

Exhaust  Nozzle 

Double  or  Single .Sixtgle 

Size,  inches _ 5.75 

Area, sq.  inches.  . _25.97 

REVERSE  LEVER 

H.  P.  Notches  Forward  of  Center  15  . 
L.  P.  Notches  Forward  of  Center.  _ . _ 

RATIOS 

Heating  Surface  t158)  to 

Grate  Area  1145)  41,79 

Fire  Area  Thru  Tubes  (119) 

to  Grate  Area  (145)  _ . ,09 

Firebox  Heating  Surface  (156) 

to  Grate  Area  (145)  2.83  . 

Tube  Heating  Surface  (1551 
to  Fire  Box  Heating 
Surface  (156)  13.J79_ 


* These  items  not  measurod 


*USEO  IN  OALOUUTtONS 


Table  7. 

Dimensions  of  E3a  class  locomotive  2984. 


59 


M.  P.  894  A-BI«th  Sheet 
8x11^ 

LOCOMOTIVE: 
TYPE  4*4^ 
CLASS  . 

NUMBER  2984 

SUBJECT : ?Toat 


Pennsylvania  Railroad  Company 

PhiMel^hie,  keitlinore  A WMkUgtea  Rellreed  Cempeny 


We*l  Jersey  A Seeihere  Rellreed  Cempeey 
Tfc.8T  DEPARTMKNT 


FUEL : Penn  Qes 
Coal 


Average  Results  of  Locomotive  Tests 
Bpd  T9»t«  ..  Altoona,  Pa.,  11-4^1907 


Table  8. 

Results  of  front  end  tests.  E3a  class  locomotive. 


60 


Pennsylvania  Railroad  Company 

Phil»detphte.  Baltimore  dL  Washington  Railroad  Company 
Northern  Central  Railway  Company 
West  Jersey  4.  Seashore  Railroad  Company 


Balletia  Io*9 

TEST  NOS,, 


TTESX  DEF^ARTIVIEfSIX 


LOCOMOTIVE 
TYPE 
CLASS  .... 

NUMBER  2860  Average  Results  of  Locomotive  Tests 

SUBJECT tSelf  Cleaning  Front  End  Altoona,  Pa.9-X0-1906 


Driving  Wheels 

Piston  Rods,  Diameter 

Number  of  Pairs  .. 

4 

Inches 

2 

Approx.  Diameter,  inches 

56 

74 

High  Pressure 

4 

164 

Engine  Truck  Wheels 

76 

Low 

.. 

165 

14 

Number 

2 

Tail  Rods,  Diameter,  ^ 

166 

16 

Diameter,  inches 

30 

inches 

157 

Trailing  Wheels 

78 

High  Pressure 

Hone 

•158 

16 

Diameter,  inches 

— - 

80 

Low 

159 

Wheel  Base, 

feet 

Valves 

17 

16.25 

82 

Type  Piston 

ie 

Total  Wheel  Base 

24.84 

83 

Design  AnOr.BAl.YalTO  Co, 

19 

Gaze  of  Wheels 

4.75 

84 

Per  Cent.  Balanced 

100 

_ 

86 

Type  of  Valve  MolmWalBOhaiOrtS 

AT  20  GAGE  COCK  AND  NORMAL 

Greatest  valve 

Travel 

160 

161 

FIRE  POUNDS 

86 

High  Pressure,  inches 

6.25 

20 

On  Truck 

21667 

ee 

Low 

— 

2 1 

" 1st  Drivers 

__46667_ 

Outside  Lap  of 

VALVE 

162 

22 

" 2d  " - .. 

42583 

90 

High  Pressure,  inches 

,91 

163 

23 

'•  3d  “ 

47600 

94 

Low 

— 

167 

24 

" 4th  “ 

40850 

Inside  Lap  of 

Valve 

26 

5th  “ 

— 

98 

High  Pressure,  Inches 

.06 

168 

26 

“ Trailers 

— 

102 

Low 

169 

27 

Total 

198267 

BOILER 

26 

“ on  Drivers 

176600 

113 

Type  Bclpsire.Wlde  Fireooz 

1 7 1 

Cylinders 

114 

Outside  Diam.  1st  Ring 

7x#x6 

Diam.  and  Stroke,  H P 

22  x28 

Tubes 

172 

. « . , p 

115 

Number 

373 

CLEARANCE  IN  PER  CENT.  OF  PISTON 

116 

Outside  Diam.,  inches 

£ 

173 

DISPLACEMENT 

Pitch 

2,6875 

40 

H.  P.  Right,  Head  End 

12.5 

118 

Length  Between  Tube 

174 

4 1 

“ “ Crank 

10.7 

Sheets,  inches 

164.28 

42 

" Left,  Head  “ 

12.2 

119 

Total  Fire  Area,  sq.  ft. 

6.28 

43 

“ " Crank  " 

10.8 

124 

Boiler  Pressure,  pounds 

205 

44 

L.  P.  Right,  Head 

•*- 

Superheater 

46 

“ " Crank  ■' 

— 

125 

Number  of  Tubes.  _ 



46 

“ Left,  Head  " 

126 

Outside  Diam.  “ inches 

— 

47 

“ “ Crank  “ 

— 

128 

Length  of  “ 

« ^ 

Receiver,  Cubic  Feet 

Firebox,  inside, 

INCHES 

48 

Volume  Rigid  Side  __ 

— 

132 

Length 

118,32 

49 

“ Left  " . 

133 

Width 

65.04 

Steam  Ports, 

Inches 

137 

Air  Inlets  to  Ashpan, 

SO 

H.  P.  Admission,  Length 

30 

sq.  ft. 

7.66 

51 

' ‘ Width 

£ 

Grates 

58 

L.  P.  * Length 

144 

Type  Boekiag  Finger 

59 

“ “ Width 

145 

Grate  Area,  sq.  ft._ 

48.66 

66 

H.  P.  Exhaust,  Length 

No  Port 

146 

Area  of  Dead  Grates 

0 

6T 

“ “ Width 

«»  H 

70 

L.  P.  “ Length.. 

. 

71 

' * Width 

HEATING  Surface, 

Square  Feet 

Of  the  Tubes,  Water  Side  2673«68 

“ “ • Fire  ■'  2339,25 

“ firebox,  166,06 

“ “ Superh’r,  ■'  “ 

Total,  Based  on  “ “ 2505,29 


2839,74 


of  Firebox  and 
Water  Side  of  Tubes 

Boiler  Volume 

WITH  WATER  SURFACE  AT  LEVEL 
OF  2D  GAGE  COOK 

Water  Space,  cii  ft.  349,7 

Steam  63 ,1 

Exhaust  Nozzle 

Double  or  Single  SlUgl© 

Size,  inches  _ 

Area,  sq.  inches 

Reverse  Lever 
H.  P.  Notches  Forward  of  Center 
L.  P.  Notches  Forward  of  Center 
RATIOS 

Heating  Surface  (.158)  to 
Grate  Area  i145) 

Fire  Area  Thru  Tubes  i119) 
to  Grate  Area  (145) 

Firebox  Heating  Surface  (156) 
to  Grate  Area  (145) 

Tube  Heating  Surface  (155) 
to  Fire  Box  Heating 
Surface  (156) 


5,63 

24,89 

22 


51.49 

•13 

3*41 

14,09 


•USED  IN  CALCULATIONS 


Table  9. 

Dimensions  of  H6b  class  locomotive  2860. 


61 


TEST 

NUMBER 

RUNNING  CONDITIONS 

1 

1 

BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Test, 

Hours 

Miles 

per 

Hour 

Throttle 

Openfng, 

Full  or 
Partial 

Actual 

Cut-ofT 

Per  Cent., 

H.  P. 
Cylinders 

Draft  1 

in 

firebox 

Pressure 

1 In  Boiler, 
Lbs.  per 

Sq.  Inch 

Draft 

Smoke  Box, 
Inches 
. ( Water 

Dra'T  f 

Ash  Pan, 
Inches 
of  Water 

Calorific 
Value 
of  Dry 

Fuel, 

B.T.U.perLb. 

Cinders 

Coilecte.J  in 

S.T.oke  Box, 

Pounds 
per  Hour 

R.  r.  M.  Cal-otl  Throttle 

196 

199 

203 

2»d  to  271 

217 

222 

225 

2A8 

238 

X200.276 

e0->20-F 

2«26 

13«00 

Fall 

19*2 

0*7 

204*6 

1.3 

0*1 

13176 

21 

1200.271 

80-90-F 

8.00 

13*00 

« 

31*4 

1.1 

204*6 

2*6 

0.1 

13176 

26 

U00,272 

80^0-7 

2.50 

13*00 

m 

38*9 

1.6 

204*8 

3*4 

0.1 

13176 

31 

1200.275 

120.40-F 

2.00 

19.50 

« 

38*9 

1.9 

204*6 

6,2 

0.2 

14137 

79 

1200«2e6 

140-40-P 

.76 

22*75 

« 

13*9 

2*1 

200*6 

6*8 

0*1 

14137 

436 

M.  P.  394  A -Sixth  Sheet 

Pennsylvania  Railroad  Company 

LOCOMOTIVE: 

TYPE 

CLASS  H6b  

NUMBER  2860  Average  Results  of  Locomotive  Tests 
SUBJECT  : Self  Claanliw  Front  Bnd  Altoona,  Pa 


Philtdelphia.  Baltimore  & Waahington  Railroad  Company 
Northern  Central  Railway  Company 
Waal  Janey  & Saaihora  Railroad  Company 
“TESX  OePARTMEMT 


FUEL  - janleon  Coal 


8-29^1910 


TEST 

NUMBER 

BOILER  P 

ERFORM 

lANCE 

ENGINE  PERFORMANCE 

Dry  Fuel 
Fired 
per  Hour, 
Pounds 

Dry  Fuel 
per  Hour, 
Pounds  per 

Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 

FROM  ANO  AT  212®  f,,  POUNDS 

Boiler 

Horse 

Power 

(34SU.ofE.) 

Efficiency 
of  Boll  ir. 
Based 

on 

Furl 

Draft 

Dianh. 

pressure 

In 

Branch  Pipe, 
Pnunds 
p«r  Sq  In 

Superheat 

In 

Branch 

Pipe 

Degrees  F. 

Per 

Hour 

Per  Hrur 
per  Sq.  Ft. 

nf  Fire 
He.it.ng  Sur. 

Per 

Pound 

of 

Dry  Fuel 

33B 

339 

340 

344 

345 

347 

349 

360 

1 

1 220 

230 

1200*276 

1734 

35*64 

13890 

16669 

6*66 

9*61 

483*2 

70*44 

1.1 

1200*271 

2593 

63*29 

19628 

23780 

9*48 

9*16 

688*4 

67*14 

2.3 

1200.272 

3289 

67*69 

24036 

29104 

11*62 

8*85 

843*6 

64*87 

3*0 

1200*275 

4950 

101*73 

31111 

37632 

15*02 

7*60 

1090*7 

51*92 

4*6 

1200*286 

6336 

130*21 

33188 

39989 

15*96 

6*31 

1159.1 

43*11 

5*2 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 
to 

Engl  nos, 
Pounds 
per  Hour 

Indicated 

Horoe 

Power 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Front 

mi 

Drawbar 

Pull, 

1 Pounds 

Dynamometer 

Onwba'' 

Horse 

Power 

Dry  Fuel 
per 

Oynnmom. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Dynamom. 

Horse 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Locomotive, 
Per  Cent. 

Thermal 

Efficiency 

of 

Lccnmotivo, 
per  Cent., 
LiasedonFue!) 

Soszla 

Diaoster 

214 

379 

380 

381 

265 

383 

384 

385 

398 

399 

1200*276 

13061 

520*2 

3*3 

25*11 

fig.ZO 

12014 

428.5 

4.1 

30*48 

82.4 

4.76 

5.5 

1200*27] 

19387 

817*6 

3*2 

23*71 

m 

20284 

701,4 

3,7 

27*64 

85.8 

5.22 

•1 

1200*272 

23723 

963*5 

3.4 

24*62 

m 

24526 

850*2 

3,9 

27,90 

86.2 

4,99 

1200*278 

30723 

1252*8 

4*0 

24.52 

m 

20998 

1091,8 

4.5 

28.14 

87,1 

3.97 

•• 

1200*286 

32786 

1308*4 

4*8 

25*06 

**  1 

18771 

1138*7 

5,6 

28.79 

87,0 

3.24 

•• 

Table  10. 

Results  of  tests  of  standard  front  end,  H6b  class  locomotive. 


62 


P._304  A— Sixth  Sheet 
8 X lv}.j 

LOCOMOTIVE: 

TYPE  a-i6^  

CLASS 

NUMBER  2860 
SUBJECT  : Self  Claanl]«  Front  Bid 


Pennsylvania  Railroad  Company 

Philidelphia.  BaKtmor*  & WMhia9lon  Railroad  Company 
Northara  Cantral  Railway  Company 
Watt  Jertay  & Saaahora  Railroad  Company 
-TES-r  DEPARTMEMT- 


FUEL; 


Coal 


Average  Results  of  Locomotive  Tests 


Altoona,  Pa.,  6-29-1910 


TEST 

NUMBER 

RUNNING  CONDITIONS 

BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Test, 

Hours 

Miles 

per 

Hour 

Throttle 

Opening, 

Full  or 
Partial 

Actual 

Cut-off 

Per  Cent, 

CylJor. 

Iiraft 

la 

firebox 

Pressure 

In  Boiler, 
Ibe.  per 

S<|.  lech 

Draft 

la 

Smoke  Box, 
Inches 
of  Water 

Draft 

In 

Ash  Pan, 
Indiee 
nf  Water 

Caleriic 
Value 
of  Dry 

B.T.U.*liwUi. 

cinders 

Collected  in 

Smoko  Box, 

Pounds 
per  Hour 

I.P.ILCtt-stt'ninttk  1 

198 

199 

203 

268  to  271 

217 

222 

225 

248 

238 

1200*423 

80-2^F 

2,0 

12.86 

Ftai 

0*6 

204*6 

1.4 

0*0 

12928 

5 

1200*422 

80-80-F 

2,0 

12,86 

• 

0*8 

203,7 

2.1 

0*2 

m 

8 

1200*424 

80-40-F 

2.0 

12,86 

«» 

1*2 

204,3 

3,3 

0.1 

m 

16 

1200*426 

120.40-F 

2.0 

19,30 

• 

2a 

201,4 

5,2 

0.2 

m 

25 

12X*428 

120-40-f 

1.5 

19.30 

m 

1*5 

202,0 

5,6 

0,2 

13590 

0 

12X*426 

120-45-F 

1.0 

19*30 

m 

2.3 

159,9 

6,6 

0*2 

12928 

29 

1200*427 

120-45-7 

1 

1 

[ 

1.0 

19*30 

m 

2.4 

201«6 

6.7 

0*1 

13390 

29 

TEST 

NUMBER 


BOILER  PERFORMANCE 


ENSUE  PERFORMANCE 


Dr;  Fuel 
Rred 
per  Hour, 


Dry  Fuel 


Sq.  Ft  of 
Grate 


to  Bollor, 
Pounds 
por  Hoor 


EQUIVALENT  EVAPORATION 
FROM  AND  AT  2120  F..  POUNDS 


Per  Hour 
per  S<I.  Ft 
of  Fire 
Heatinf;  Sur. 


Dfy°Fuel 


Power 

(34>4U.ofE.) 


Efficiency 
of  Boiler, 


Draft 
Bade 
of 
Pia^U 


Pressure 

In 

Brandi  Pipe, 
Peuade 
p«  S<1.  In. 


Superheat 


Branch 

Pip. 


338 


345 


347 


360 


220 


1200.423 
1200«422 

1200.424 

12CX}.42S 

1200*428 

1200*426 

1200*427 


1921 

2381 

3264 

5017 

S1S3 

5328 


39*46 

48*93 

67*06 

|108*U 

105*48 

109*40 

106*93 


14658 

17766 

23515 

30430 

31896 

31263 

32458 


17781 

21530 

28390 

87176 

38192 

88119 

39625 


7,10 

8*59 

11*33 

14*64 

15*25 

15*21 

15*82 


9*26 

9*04 

8*70 

7*41 

7*44 

7*16 

7*48 


515*4 

624*1 

822*9 

1077*6 

1107*0 

1104*7 

1148*5 


69*18 

67*54 

65*00 

55*36 

55*66 

53*49 


1.2 

1.9 

3,0 

4*6 

4.8 

4*8 

5*1 


E 

NGINE  1 

PERFORMANCE 

LOCOMOTIVE  PERFORMA 

NCE 

TEST 

Dry  Steam 
to 

Indicated 

Dry  Fuel 
l>«f 

Dry  Steam 
PW 

Front 

Drawbar 

Dynamometer 

Of 

Dry  Fuel 
per 

Dry  Steam 

Machint 

Efficiency 

Thermal 

Effidency 

BsSianst 

NUMBER 

Enginti, 

Horse 

Indicated 

ladicated 

Pull, 

Drasrbar 

Dyoamum. 

Dyaamom. 

of 

of 

R6»l» 

Pounds 
per  Hour 

Power 

Horse 

Power  Hour, 
Pounds 

Horse 

Power  Hour, 
Poundi 

Bid 

Pounds 

Horse 

Power 

Horse 

Power  Hour, 
Poundi 

Harse 

Powur  Hour, 

PMMs 

Lecofflotive, 
Per  Cent 

LecoaMdive, 

percent, 

(BtMdanFaal) 

Dianeter 

1 

1 214 

379 

380 

381 

265 

383 

384 

385 

398 

399 

1200,42s{ 

1 14276 

14282 

489*9 

3*92 

29*14 

5*02 

5^50 

1200*422 

17601 

t»  I 

18695 

641*3 

3*71 

27*29 

5*31 

«» 

1200*424^ 

229S7 

It 

24560 

843*2 

3*87 

27*20 

5,09 

fi 

1200,42S 

1 30062 

It 

20316 

1047,7 

4*79 

28*69 

4,U 

m 

1200,42d 

30897 

n 

20600 

1060*0 

4*84 

29*15 

3,98 

m 

1200*422 

30676 

M 1 

20472 

1053*4 

5*05 

29*31 

3,90 

m 

L2X*427 

32046 

1 

M 1 

21154 

1089*0 

4*67 

29*43 

5,90 

m 

Table  11. 

Results  of  tests  of  baffle  plate  front  end,  H6b  class  locomotive. 


63 


M.  P.  894  A— aiKth  Sheet 

LOCOMOTIVE: 

TYPE 

CLASS  W1» 
NUMBER  2860 


Pennsylvania  Railroad  Company 

Philedelphie,  Beltimore  & Wnhlngton  Heilreed  Compi«)r 
Northern  Centre!  Reilwey  Compeny 
Weet  Jereey  & Seeehore  Reilroed  Company 
XEBX  DEPARTMENT 


FUEL : ...  Jniaon 
CO«l 


Average  Results  of  Locomotive  Tests 
SUBJECT  ; Self  Clowaizjg  Front  Altoona,  PA.,8-29rXW0 


TEST 

NUMBER 


RUNNING  CONDITIONS 


TEST 

DESIGNATION 


Duration 

of 

Teit, 


Throttle 
Opening, 
full  or 
Partial 


Actual 
Cut-off 
Per  Cent, 
H.  P. 
Cyllndera 


Dr  Aft 
In 

Firebox 


boiler  PERFORMANCE 


Pretiure 
In  Boiler, 
Lbt.  per 
Sq.  Inch 


Smoke  Box, 
Inchet 
of  Water 


Draft  I Calorific 

Value 

A>h  Pan,  | of  Dry 

Fuel, 

of  Water  |B.  T.  U.  perLb. 


Clndert 
Collected  In 
Smoke  Bex, 
Pound! 


R.  P.  M.  Cut-oH  Throttle 


288  to  271 


21 1 


222 


225 


246 


^ord|  X3390 

13390 
12444 
14315 
14315 


238 


1200«436 

1200«4S5 

1200.437 

1200.447 

1200.448 


80-20>eF 

80-40-? 

120.40.P 

120-40-? 

120-45-? 


1.0 

2.0 

1.6 

1.5 

1.0 


12.86 

12.86 

19.30 

19.23 

19.23 


Full 


0.4 

1.2 

1.6 

2.1 

2.4 


151.9 

204*0 

179.4 

200.4 
188.3 


0.9 

3.0 

4.1 
4.7 

5.1 


0.1 

0.2 

0.1 

0.2 


39 

0 

76 

88 

136 


BOILER  PERFORMANCE 


ENGINE  PERFORMANCE 


TEST 

NUMBER 


Dry  Fuel 
Fired 


Dry  Fuel 
per  Hour. 
Pounds  per 
Sq.  Ft  of 
Grate 


Water 
Delivered 
to  Boiler, 
Pounds 


Per 

Hour 


Pound 

of 

Dry  Fuel 


Power 

(34HU.ofE.) 


Efficiency 
of  Boiler, 
Based 


Draft 

Bade 

of 

Dlaph. 


Branch  Pipe, 
Pounds 
per  Sq.  In. 


Superheat 

In 

Branch 

Pip. 

Degrees  F. 


339 


345 


II  220 


1200.436 
1200.435 

1200.437 

1200.447 

1200.448 


1712 

3346 

4547 


5947 


35.18 

68.77 

93.44 

110*21 

122.20 


13512 

23467 

28258 

30642 

31208 


16147 

28492 

34356 

37242 

38004 


6.45 

11.37 

13,71 

14.87 

16.17 


9.43 

8.52 

7,56 

6,95 

6.39 


468.0 

825.9 

995.8 

1079,6 

1101.5 


68,02 

61.45 

58.67 

46,89 

43.11 


0.8 

2.8 

3.6 

4.4 

4,9 


TEST 

NUMBER 


ENGINE  PERFORMANCE 


Dry  Steam 


Engines, 

Pounds 


Indicated 

Horse 

Power 


Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 


Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 


Front 


LOCOMOTIVE  PERFORMANCE 


Drawbar 

Pull, 

Pounds 


Dynamometer 


Dry  Fuel 
per 

Dynamom. 


Power  Hour, 
Pounds 


Dry  Staam 
per 

Dynamom. 

Horse 

Power  Hour, 
Pounds 


Machine 

Efficiency 

of 

Locomotive, 
Per  Cent* 


Thermal 

Efficiency 

of 

Locomotive, 
per  Cent, 
Based  on  Fuel! 


‘Badxa.vaX 

Hosele 

Diamdter 


214 


379 


380 


265 


383 


385 


398 


399 


1200.43( 

1200.43S 

1200.431 

1200,447 

1200.441 


13161 

23104 

27916 

30252 

30830 


Fi«,23 


9907 

24819 

16228 

21015 

Jto662 


339.8 
851.4 

937.9 

1077.6 

1069.7 


5,04 

3.» 

4.85 

4.98 

5.56 


38.71 

27.14 

29.76 

26.07 

28,82 


3.77 

4,84 

4.22 

3,67 

3.20 


5.625 


Table  12. 

Results  of  tests  of  Buffalo  front  end,  H6b  class  locomotive. 


64 


M^P.  304  A-Sii;h  Sheet 

Pennsylvania  Railroad  Company 

LOCOMOTIVE: 

TYPE 

CLASS  

NUMBER  286P  Average  Results  of  Locomotive  Tests 

SUBJECT  ; Self  deaziUie  Front  End,  Altoona,  Pa 


Phtlidvlphio,  Beliimore  & Wnhington  Reilretd  Compony 
Northtm  Central  Railway  Company 
Watt  Jof^ty  & Saaihore  Railroad  Company 
XEST  DEPARTMENT 


FUEL 


Janison 

Coal 


6*^1910 


TEST 

NUMBER 

RUNNING  CONDITIONS 

1 BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Test, 

Hours 

Miles 

per 

Hour 

Throttle 
Opening, 
Fuil  or 
Partial 

Actual 

Cut-off 

Per  Cert,, 

H.  P. 
Cylinders 

Draft 

m 

fireIxH 

Pressure 

In  Boiler, 
Lbs,  per 

Sq.  inch 

Draft 

In 

Smoke  Box, 
Inches 
of  Water 

Draft 

in 

Ash  Pan, 
inches 
of  Water 

Calorific 
Value 
of  Dry 

Fuel, 

B.  T.  U.  per  Lb. 

Cinders 

Collected  In 

Smoke  Bex, 

Pounds 
ptr  Hour 

1.  F.  a.  Giil-oft  Thiohle 

196 

199 

203 

268  to  271 

217 

222 

225 

248 

238 

iiiii 

mvt 

e0-20«F 

80^0.? 

120u40-f 

120-40-P 

120-45*7 

2 

2 

1 

1 

12.82 

12.82 

19.23 

19.23 

19.23 

fall 

M 

M 

• 

U 

0.6 

1.8 

1.9 

1.3 

1.9 

204.9 
203.5 

182.4 

165.4 

178.9 

1.6 

3.3 

4.6 

3.5 

5.0 

Ho 

Beoord 

• 

M 

.1 

1S444 

N 

N 

m 

m 

16 

22 

61 

67 

11 

TEST 

NUMBER 

BOILER  PERFORMANCE 

ENSINE  PEF 

IFORMANCE 

Dry  Fuel 
Fired 
per  Hour, 
Pounds 

Dry  Fuel 
per  Hoor. 
Pounds  per 
Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  212<»  F..  POUNDS 

Boiler 

Horse 

Power 

(34HU.ofE.) 

Efficiency 
of  Bollor, 
Based 
on 

Fuel 

Draft 

Back 

Of 

Diapb. 

Pressure 

In 

Branch  Pipe, 
Pounds 
per  Sq.  In. 

Superheat 

In 

Branch 

Pipe 

Degrees  F. 

Per 

Hour 

Per  Hour 
per  Sq.  Ft 

Heating  Sur. 

Per 

Pound 

of 

Dry  Fuel 

338 

339 

340 

344 

34S 

347 

349 

360 

990 

230 

1200«441 

I200«43e 

I200«4S9 

1200.442 

L200.440 

1982 

3468 

4564 

4272 

4657 

40.73 

71.27 

98.79 

87.80 
95.71 

14785 

2S681 

28291 

25506 

29820 

17927 

23T66 

S4419 

30967 

36302 

7.16 

U.4f 

18.74 

12.36 

14.49 

9.06 

6.29 

7.84 

7.26 

7.80 

519.6 

633.6 

997.6 
897.3 

1082.8 

70.28 

64.34 

58.52 

56.26 

60.54 

1.3 

3.7 

4.0 

2.8 

4.0 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 
to 

Engines, 
Pounds 
per  Hour 

Indicated 

Horse 

Power 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hoor, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 

front  j 

Bnd 

Drawbar 

Pull, 

1 Pounds 

Dynamometer 

or 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamem. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Dynamem. 

Horse 

Power  Hour, 

Machine 

Efficiency 

of 

Locomotive, 
Per  Cent. 

Thermal 

Efficiency 

of 

Lecomoilve, 
per  Cent, 

TbAiaoBt 

Hoisle 

Dlnatar 

214 

379 

380 

381 

1 265 

383 

384 

386 

398 

399 

1200.441 

14561 

nc.84  1 

14920 

510.1 

3.89 

28.65 

5.26 

5.626 

1200.438 

2S859 

H 

24908 

851.6 

4.07 

27.43 

5.02 

5.626 

L200.4S9 

27949 

« 

1866S 

957.0 

4.77 

29.20 

4.29 

5.626 

L200.442 

25199 

16330 

852.7 

5.01 

29.55 

4.08 

5.50 

1200.440 

29459 

■ 

19396 

994.5 

4.68 

29.62 

4.87 

5.625 

Table  13. 

Results  of  tests  of  Sunbury  front  end,  H6b  class  locomotive. 


f)5 


M.  F 3»4  A-SixOi  Sheet 
H \ li'>5 

LOCOMOTIVE: 

TYPE  Zf-0^ 
CLASS  E6b 
NUMBER  2860 


Pennsylvania  Railroad  Company 

Phil»d«ipkii,  Baliimor«  A Waahiiigten  Raitrtad  Company 
Northarn  Central  Railway  Company 
Waat  Jaraey  & Saashora  Railroad  Company 


TES'r  DERARXMENX 


FUEL:  Jcailaon 
Coal 


Average  Results  of  Locomotive  Tests 
SUBJECT  :3aXf  Oloanlag  Front  aid  Altoona,  Pa  , 6-29-1910 


TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

of 

Teal, 

Hours 

Miles 

per 

Hour 

Throttle 
Opening, 
Full  or 
Partial 

Actual 
, Cut-aP 
■'Per  Cent.. 

H.  P, 
Cylinders 

Draft 

in 

Plrabox 

Pressure 

In  Bollrr, 
Lbs.  per 

Sq.  Inch 

Draft 

In 

Smoke  Box, 
Inchos 
of  Water 

Draft 

Ash  Pan, 
Inches 
of  Water 

Calorific 
Value 
of  Dry 

Fuol. 

B.T.U.porLb. 

cinders 

Collected  In 

Smoke  Box, 

Pounds 
per  Hour 

1.  P.  M.  Cut.«ft  Thiollle 

196 

199 

203 

268  to  271 

217 

222 

225 

246 

238 

1200.432 

80-20-P 

2.0 

12.86 

Pall 

0.6 

200.3 

1.7 

0.1 

13390 

9 

1200.4&2 

80-80-P 

2.0 

12.78 

m 

1.2 

204.9 

3.6 

0.1 

15668 

0 

1200.429 

eo-40-.F 

2.0 

12.86 

m 

1.1 

204.5 

4.0 

0.1 

13390 

4 

1200.461 

100-45-F 

1.6 

15.98 

m 

2.0 

200.6 

7.3 

0.1 

13666 

11 

1200.490 

120-40-F 

1.6 

19.30 

m 

1.B 

195.8 

6*3 

0.2 

13390 

8 

1200.491 

120^&-P 

1.0 

19.30 

m 

2.1 

203.7 

6.9 

0.2 

13390 

12 

1200.444 

120-46-F 

1.0 

19.28 

m 

1.7 

190.6 

6.1 

Vo 

14316 

22 

U00.445 

120-45-F 

1.0 

19*23 

m 

2.3 

194.6 

6.8 

Record 

14315 

29 

1200.446 

120-46>^ 

1.0 

19.23 

m 

1.9 

204.9 

6.8 

0.1 

14315 

17 

\»0.494 

120-60*-F 

li£= 

19>30 

n 

2.3 

191.1 

7.4 

0.2 

13390 

U 

RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


BOILER  PERFORMANCE 


ENGINE  PERFOnyANCE 


TEST 

NUMBER 

Dry  Fuel 
Fired 
per  Hour, 
Pounds 

Dry  Fuol 
per  Hour. 
Pounds  per 

Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 
FROM  AND  AT  2120  p.,  POUNDS 

Soller 

Horse 

Power 

(34ViU.ofE.) 

Efficiency 
of  Boiler, 
Based 
on 

Fuel 

Draft 

Baok 

of 

Dianh. 

Pressure 

In 

Branch  Pipe, 
Peueds 
perSq  In 

Superheat 

In 

Branch 

Pipe 

Degrees  F. 

Per 

Hour 

Per  Hour 
per  Sq.  Ft. 

Heal'g'lur. 

Per 

Pound 

of 

Dry  Fuel 

338 

339 

340 

344 

345 

347 

349 

360 

220 

230 

1200.432 

1923 

39.32 

14723 

17906 

7,16 

9.31 

519.0 

67.15 

1.1 

1200.462 

2700 

56*49 

21731 

26157 

10.44 

9.69 

758,2 

67,39 

2,6 

1200.429 

3333 

68.47 

23995 

29230 

11.68 

6.78 

847.8 

63.33 

2.6 

1200.4EI 

6222 

107.32 

33315 

40074 

16.00 

7,67 

1161.6 

53.34 

5.1 

1200.480 

6290 

108.71 

30521 

37265 

14.67 

7.04 

loeo.i 

60,78 

4.4 

1200.431 

5342 

109.78 

33098 

40376 

16.12 

7.66 

1170,3 

54,53 

4.7 

1200.444 

5473 

112.47 

31622 

36511 

15.37 

7.04 

1116.3 

47,60 

4,8 

1200.445 

6947 

122.20 

32200 

39187 

15.64 

6.59 

1135,8 

44,46 

5.1 

1200.446 

6097 

125.29 

33722 

41006 

16.37 

6.73 

1186.5 

46,40 

4.9 

1^0^494 

34256 

41734 

16.66 

7.61 

1209.6 

56.33 

5.2  1 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 
to 

Engines, 
Pounds 
per  Hour 

Indicated 

Horae 

Power 

Dry  Fuel 

per 

Indicated 

Horse 

Power  Hour, 
_P2undi_ 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Front  I 

Drawbar 

Pull, 

Pounds 

Dynamometer 

or 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamem. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Oynamom. 

Horse 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Locemetlve, 

Percent 

Thnrnsal 

Efficinney 

of 

Lecometive, 
per  Cent, 

( Bund  en  Fuel  1 

EShttit 

Bbisltt 

)laBeter 

214 

879 

380 

381 

1 265 

383 

384 

385 

398 

399 

1200.481 

14516 

14830 

508.8 

3.78 

28.58 

6.03 

5.625 

1200.458 

zovtz 

m 

22638 

768.8 

3.51 

27.30 

5.22 

« 

1200.429 

23502 

« 

24889 

663.9 

3.90 

27.62 

4.87 

m 

1200.461 

32889 

■ 

26967 

1149,1 

4.64 

28.62 

6.04 

• 

1200.480 

30152 

m 

20156 

1037,1 

5.10 

29.07 

8.73 

« 

1200.481 

32696 

m 

21398 

1101.4 

4.86 

29.70 

3.92 

a 

1200.444 

31289 

m 

20609 

1067.0 

5.13 

29.28 

3,47 

a 

1200.44E 

31810 

m 

21427 

1096.7 

5.41 

28.96 

3.29 

a 

ML 

m 

m 1 

\m 

HM 

B.S7 

4-78 

29.22 

3.81 

■J.WI 

a 

a 

Table  14. 

Results  of  tests  of  Linos  West  front  end,  H6b  class  locomotive. 


66 


GRAPHICAL  LOGS  OF  TESTS. 

A graphical  log  is  made  for  each  test  to  show 
the  conditions  at  each  ten-minute  interval,  and  to 
indicate  any  irregularity  in  the  weights  of  coal 
and  water  during  the  run.  These  diagrams  are 
on  file  with  the  Test  Plant  records.  A few  repre- 
sentative ones  only  being  shown  here. 


67 


M P.  Experimental  D-1 

Pennsylvania  Railroad  Company 


Sheet  No  P-331 

Self  CleanlBg  Front  Bad 


Wear  JCHsrv  <1  Scashurc  Railroad  Comranv 

TEST  DEPARTMENT  Bulletin 

Graphical  Log  of  Locomotive  Test 


NO 


Altoona.  Pa  , 11-28-1912 


UPPER  FIGURES  R.  P.  M 
LOWER  F IGU  R ES  A PPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

T YPE  4-4-2 

Class 

Number  6266 


Spe«a 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

Partal 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

38.2 

160 

27 

P 

5.91 

Test  No. 


Sh  eet  No. 


917 


P-331 


68 


Sheet  No. 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

pHH.»0£LPHiA.  Baltimore  a Wasmiroton  Railroad  Compant 
Northerh  Central  Railway  Company 
West  Jersey  & Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin 

Graphical  Log  of  Locomotive  Test 


No. 


Self  Cleaning  Front  End 


Altoona.  Pa  7-3-1907 


UPPER  FIGURES  R.  P.  M 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 

Type  4-4-fi 
Class 
Number 


so  I <0  20  30  40  SO  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Speed 

in 

Miles 

per 

Hour 

HevolutlORS 

per 

Minuto 

Cut-olF 

Per  Cent., 

H.  P. 
CyllMleri 

Throttle 

Opening 

Full 

or 

Pertisl 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

38,2 

160 

32 

F 

5,76 

Test  No.  900,8 


P.P332 


69 


M.  P.  Experimental  D-1 

li  « i»ii 

Pennsylvania  Railroad  Company 

Philaoclphia,  Baltimore  A Washington  Railroad  Company 

Northern  Central  Railway  Company 

West  Jersey  A.  Seashore  Railroad  Company 

Hi  IftH 

Sheet  No.  P-3S3 

TEST  DEPARTMENT 

Bulletin  NO 

9 

Graphical  Log  of  Locomotive 

Test 

Self  Clesnlog  Front  isad 

AnooKA.  Pa  , 

8-6-1907 

UPS*ER  FIGURES  R.  P.  N1  . 
LOWER  FIGURES  ARPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 

Type  4-4-2 
Class 


40  SO  to  20  30  40  SO  g to 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Number  6266 


Soo’it 

Mil..; 

■ per 
Ho.,r 

Rcvoiotions 

Cut-off 

Per  Cent., 

H.  P. 
Cylinder^ 

Throttle  1 
Openina 
Ful' 

Partial 

1 Evaporatio'. 

1 Pounds  of 

Water  per 
Pound  of 

Coal 

87  cS 

160 

27 

Pail 

6c6 

test  No.  900.2S 


Sh  eet  No. 


P-333 


0 


71 


M.  P.  Experiment*!  D-1 

PENNSYLVANIA  RAILROAD  COMPANY 


pHIlAOetPHlA,  Baltimou*  * 

Northcrn  Ccniral  Railway  Company 

Well  JERatY  & SCAEHORE  RAILROAD  COMPANY 


Sheet  No. 


TEST  DEPARTMENT  Bull«tln  NO 

Graphical  Log  of  Locomotive  Test 


Self  Clafttilng  Front  Bid 


Altoona,  Pa  . 


8-12-1907 


:■  UPPER  FIGURES  P.  P.  M 
LOWER  FIGURES  APPROX 
SPEED  IN  MILES  PER  HOUR 


L.OCOMOTI  VE 

Type  4-4-2 
Class  B2a 
Number 


30  AO  SO  I 

LENGTH  OF  TEST- 


30  40  so  2 'O 

MINUTES  AND  HOURS 


5266 


speed 

Mile« 

per 

Hour 

Revolutions 

per 

Minute 

Cul-olf 

Per  Cent.. 

H.  p. 
Cyllmters 

Throttle 

Opemntr 

Full 

Pai-t-ai 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

37.6 

160 

SO 

Toll 

So4 

Test  No.  900.29 


N o 


72 


Sheet  No 


M.  P.  Experimental  D-1 

PENNSYLVANIA  RAILROAD  COMPANY 

PMutoctPHiA,  B*i.Tmo(K  & WAe»HMrr(M  Raiuioao  Company 
Nortneiw  Ccntral  Railway  Company 
Wear  Jean  A Scashorc  Railnoao  Company 

TEST  DEPARTMENT  Bolletla  NO  9 

Graphical.  Log  of  Locomotive  Test 


Self  ciseaisie  Trent  Eb& 


UPPER  FIGURES  R.  P.  M. 
COWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 

Type  4-4-2 
Class 

Number  SZ6$ 


Speea 

Miles 

|>er 

Hour 

Rewdsttoin 

Hleiita 

Cut -off 

Per  Cent., 

H.  P. 
Cylinders 

■Dirottle 

Opening 

FbII 

PartAl 

Evipontlen 
Pounds  of 
Water  per 
Pound  of 

Coal 

37e« 

160 

s? 

Pull 

6.x 

TEST  NO  900*38 


Sheet  No.  P«336 


73 


Sheet  No. 


P~337 


M.  P.  Erportment&l  D-1 

Pennsylvania  Railroad  company 

Pm.Aon.raiA,  BALTtAiom  A Waiwimtoa  Railaoao  ComAHT 
NOHTHCAM  COITAAL  RAHWAY  COKPAHY 
WUT  JiniY  A SCASHont  Railroad  Company 

TEST  DEPARTMENT.  BoUellin  NO. 

Graphical  Log  of  Locomotive  Test 


IS  • ini 

limi 


Saif  Cleaning  ?ront  ZM 


Altoona,  Pa..  8»£S<1907 


lUPPER  FIGURES  R.  P.  M . 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type.  4.-4-i2 
Class  BSa 
Number  6866 


Speed 

Miles 

per 

Hour 

RevoluHdns 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P, 
Cylinders 

Throttle 

Opening 

Tull 

Part'Ol 

Evapontlon 
Pounds  of 
Water  per 
Pound  of 

Coal 

S7*6 

160 

S3 

ftai 

6,9 

Test  No..  foo^ 


Sheet  No. 


74 


75 


Sheet  No 


M.  P.  ExperinienMl  D-1 

Pennsylvania  Railroad  Company 

PhiLAOCLPHIA.  BALTIMOfIC  & WAtHINOTON  RAILAOAO  COMPANY 
NOKTHCNN  CCNTRAL  RAILWAY  COMPANY 

Wt*T  Jcmer  A,  ScA»MONe  Ra  laoao  Company 


TEST  DEPARTMENT 

Graphical  Log  of  Locomotive  Test 


Self  Oleaalas  Front  End 


UPPER  FIGURES  R.  P.  M 
LOWER  FIGUR  ES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 

Type 

Class 

Number  6266 


Spew) 

Kites 

per 

Hou- 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cytimlers 

Throttle 
Openme 
Full  ' 

Part'al 

Evaporatio*' 
Pounds  of 
Water  per 
Pound  of 

Coal 

S7.6 

160 

27 

Fell 

6.6 

900.41 


Sheet  No.  ^^<^9 


76 


LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 
Type  4-4-2 
Class  Ega 
Number  8266 

Sheet  No.  p-a40 


Spee<l 

in 

Miles 

per 

Hour 

Revolutions 

per 

Mlouto 

Cut-oir 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

37,6 

160 

27 

mi 

7,6 

77 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PHILAOCtPHlA,  BACTlMone  dL  WASHINGTON  RAILNOAO  COMPANY 

Northern  Central  Railway  Company 
WEST  Jersey  d.  Seashore  Railroad  Company 

TEST  DEPARTMENT  SDllctln  NO 

Graphical  Log  of  Locomotive  Test 


Sheet  No.  p-m 


Self  Oleaniacr  Fre&t  Etad 


Altoona  Pa  S-14-1907 


; UPPER  PIOUPES  R.  P. 
UOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 

type  4-4-JS 
Class 

Number  8866 


Spteil 

In 

Reeolutlons 

Cut^iir 

Per  Cent., 

H.  P. 
Cylinders 

Threttle 

Opening 

Evapo  ration 
Peunds  of 

Miles 

per 

Full  ' 

Water  per 

per 

Hour 

Minute 

or 

Paitial 

Pound  of 

Coal 

87*6 

160 

S7 

mi 

7.9 

Test  No.  900*44 


Sheet  No.  ?— 341 


78 


LOCOMOTIVE 
Type 
Ct-Ass  S2a 
Number  6S66 

Sheet  No.  P"* 342 


Spend 

M’tn 

per 

Hou' 

Revelutions 

per 

■Uiirt* 

Cut-alT 

Per  Cent., 

K.  P. 
Cylinders 

Thronle 

Openinp 

full 

er 

Pirtiat 

Eviporation 
Pomds  of 
Witer  per 
Pound  of 

Coel 

37«6 

160 

27 

F 

M.  P.  Experimental  D-l 

Pennsylvania  Railroad  Company 


Sheet  No  P*'34E 


TEST  DEPARTMENT  •nlletttt 

Graphical  Log  of  Locomotive  Test 


Self  Cleaning  Front  snd 


Altoona,  P/9-19— 1907 


- UPPER  FIGURES  R.  p.  M LENGTH  OF  test — MINUTES  AND  HOURS 

LOWER  FIGURES  APPROX. 

SPEED  IN  MILES  PER  HOUR 


79 


80 


81 


Sheet  No.  P-345 


M.  P.  F.zperlmental  D-1 

Pennsylvania  Railroad  Company 

Philaocl^h'a.  Bactimokc  ^ Washington  Railnoao  Company 

NORTHCRN  CCNTKAt  RAILWAY  COMPANY 

West  Jcnsct  A Scashoae  Railroad  Company 

TEST  DEPARTMENT  Bollotln 

Graphical  Log  of  Locomotive  Test 


NO. 


Self  CleaalBs  Vront  Eod 


11-4-1907 


UPPER  FIGURES  R.  P.  M 
LOWER  FIGUR  ES  APPROX 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 
Type  4-4^ 
Class  S3a 
Number 


^ lO  20  30  40  50  2 10  : 

OF  TEST MINUTES  AND  HOURS 


2984 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

57,0 

160 

23 

Tall 

5,8 

100? 


P-345 


82 


M.  P.  Experiiuental  D-1  U a isu 

Pennsylvania  Railroad  Company 

Pmilaoclphia.  Baltimore  A Washington  Railroad  Company 

Northern  Central  Railway  Company 

West  Jersey  & Seashore  Railroad  Company 

Sheet  No.  EL346  test  department  Bulletin  No,  • 

Graphical  'log  of  Locomotive  Test 

Self  Cleaning  Front  End  altoona.  pa..  ll>a4<il90T 

ZSM 

□ 

— 

— 

coal 

POU  NOS 

•EED  WATER 
POUNDS 

ifliiillli 

lil  II 1 1 ^ iiiiifi  1 1 pifi 

tSQ 



' 

1 

z 

0 

(/) 

a. 

ID 

a 

(/) 

CD 

j 

iij 

e 

D 

1/) 

in 

111 

E 

a 

E 

UJ 

j 

0 

CD 

REVOLUTIONS  PER  MINUTE  AND  SPEED  IN  MILES  PER  HOUR  "'  | | j j ^ ^ 

T ' 5 fe'  T 1 

DRAWBAR  PULL,  POUNDS  j ' S B'  1 i 

— 

® ^ ^ “L 

llffi  ii,’*  . V 1*““ 

t |jg  fS 

1 m iSJ  ra  iiii  ii 

III;  ; ; 

P pH  itU  ;::t  jiti  ^ 31;  M 

IwMl 

ii  w u 

|4l  jlu  Ul  jllj  i|U  Ui 

1 Wt  ^ M ^ ^ ® i"?  i 8 S 

g3tj py Milit  .Ji 

r i mt  HH  HF  ffit  Ht ■ HH  tH4HtH4+  HTr+H  H#  Hf  ■ tillllltlllF  I F 

liiii|il  II 

IHi  HH  iSiHii  tHl  He  FtffilElMihiH  ffi  ffllffltfto  -r  i 

4000 

3000 

1 

^ 3 iiiUiUifViU  UtitiU  1 nn  1 

f ;ll|  :8i 

Hi  : : ::  ffi  SH  BJ 

k30o| 

11 ' ' iiii 

E]  pplip  {|ii||||Mp 

O lO  20  30  4-0  SO  1 lO  2C 

:;:UPPER  FIGURES  R.  p.  M.  LENGTH  OF  TEST — 1 

LOWER  FIGURES  APPROX. 

SREED  IN  MILES  PER  HOUR 

M 1 N U' 

& ^ 

PES  AND  HOURS 

LOCOMOTIVE 

Type  4-4-« 

Class  23a 

Number  2984 

in  Revolutions  Ope; 

Miles  per  p fu 

h"::  Pa"; 

ttle  Evaporation 

ling  Pounds  of  - 

ill  Water  per  TEST  NO.  IwvB 

r Pound  of 

t'al  Coal 

46.3  200  25  Ftal 

1 6*6 

Sheet  No.  ^>346 

83 


M.  P,  Experiluencal  D-1 

Pennsylvania  Railroad  Company 

PHICAOCL^HIA.  BALTtMUAC  <1  WaSMINOTON  flAILflOAO  COMPANY 
NOnrHERN  CCNtRAL  RAiLWAV  COMPANY 

WcRr  Jersey  & Seashore  RAitru>AO  Company 


Sheet  No. 

Self  Cleanlsg  Front  Snd 


TEST  DEPARTMENT  BUllotln  NO  9 

Graphical  Log  of  Locomotive  Test 

Altoona,  PA&.1&.1912 


;UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  Z-^0 
Class  H6b 
Number  2860 


Speed 

Miles 

per 

Ho»r 

Revolutions 

per 

Miiiuto 

Cut-of 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  nf 
Water  per 
Pound  of 

Coal 

19«5 

120 

40 

F 

6*22 

Test  No.  12W.276 


Sh  eet  No.  ?~367 


84 


S^:!:5T  No.  P'-S'fcQ 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

Philaoelphia.  Baltimore  & ^a^ashington  HAitnoAn  Company 
Northern  Cen'^ral  ftA«LWAt  Commanv 
West  Jersfy  a S£A«.HOftC  Hailroao  Company 

TEST  DEPARTMENT  SRllOtia 

Graphical  Log  of  Locomotive  Test 


i> » im 
s s leH 


NO. 


Seli'  Cletaijjs  Frtait  BSid 


Altoona.  Pa..  l-4-i9ie 


UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  I IM  MILES  PER  MOUP 


Locomotive 
Type  £-0-0 
Class 
N u M BE  R 


20  :;0  40  SO  I )0  20  30  40  SO  g 10  20 

_ENGTH  OF  TEST MINUTES  AND  HOURS 


2SG0 


Speeii 

in 

Mile; 

per 

He.r 

Revolutinns 

psr 

Miniite 

Cut-off 

For  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

ISO 

40 

FaU 

6*1 

Test  No.  izooym^ 


Sh  e et  N o 


,P-34S 


85 


M.  P.  Expertiuental  D-1 

Pennsylvania  Railroad  Company 

Philadelphia.  Baltimope  A Washinutun  Railroad  CoAtPAwr 
NOKTHEA**  CCMTMAL  RAILWAY  COMPANY 
We«T  JEII8CV  A Seashore  Railroad  Company 


Sheet  No.  P~340 

Self  Cleaning  Front  End 


TEST  DEPARTMENT  BOllctiXl  NO.  9 

Graphical.  Log  of  Locomotive  Test 

Aitoona,  Pa  . 


lUPPER  FIGURES  R.  P,  M. 
LOWER  FIGUR  £S  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

Type 

Class  H6b 

Number  2860 


Speed 

Miles 

per 

Hou: 

Revolutions 

per 

Mlnuto 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Openini; 

Full 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

1P.2 

120 

40 

Fall 

5,7 

Test  No1200«447 


Sheet  No. 


p-g49 


86 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

Phii.a0£lpmi«,  Baltimom  4 Wasminotob  Railroad  Company 
Northern  Central  Railway  Company 
WEST  Jersey  4 Seashore  Railroad  Company 


U 9 mi 
8 X IDK' 


Sheet  Nu  Jt-350 

Graph  iCAi 

Self  CleanlBg  Front  snd 


TEST  DEPARTMENT 


Bnlletltt  No 


Log  of  Locomotive  Test 


l-2fr.l910 


UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOU 


LOCOMOTIVE 
TYPE  2.-®^ 
Class  E6t> 
Number  2660 


Speed 

Hiles 

per 

Hour 

Revoludsns 

per 

Mlnuts 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

Ptrtiai 

Evaporation 
Prunds  of 
Water  per 
Pound  of 

Coal 

19.2 

120 

40 

full 

6*1 

Sheet  No.E  350 


87 


M.  P Expermienial  D- 1 

Pennsylvania  Railroad  Company 


• l»U 


Sheet  No.  P-361 

Self  Cleaning;  Front  End 


Philaoclpi^ia.  Baltimuhc  <1  WAjv^iNMrdN  kAiLROAu  Company 
Northern  Centt<al  Pail*aav  Company 
WCHT  Jersey  6.  SeASHont  Railroad  Comi^anv 

TEST  DEPARTMENT  Bulletin 

Graphical  Log  of  Locomotive  Test 


No. 


Altoona,  Pa  , 1-10-1910 


lUPPER  FIGURES  R.  P.  M. 
LOWER  FIGUR  ES  APPROX. 
SPEED  irj  MILES  PER  HOUR 


Locomotive 

TYPE»-«-0 

Class  E6b 
Number  2860 


30  40  SO  I >0  20  30  40  50  ^ ^O  30  40  50  g 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut^rff 

Per  Cent., 

H.  P. 
Cylinder' 

Throttle 

Openin^f 

Full 

Part  al 

Evaporation 
Pounds  of 
Water  per 
Pound  f»f 

Cnai 

19,i 

; 120 

40 

Pull 

5.7 

Test  no. 


1200.>4Se 


Sheet  No.  P^51 


88 


PENNSYLVANIA  RAILROAD  COMPANY 


Locomotive  Testing  Plant 

AT 

ALTOONA,  PENNA. 


BULLETIN  No.  lO 


TESTS  OF  A MODIFIED 
CLASS  H8SB  LOCOMOTIVE 


Copyright,  1914,  by  Pbinnstlvania  Railroad  Company 


1914 


CONSOLIDATION  TYPE  FREIGHT  LOCOMOTIVE  1256. 

Pennsylvania  Railroad  Company  Class  H8b  (Saturated  Steam).  A locomotive  of  the  same  class  as  No. 

1134,  the  one  tested. 


CONSOLIDATION  TYPE  FREIGHT  LOCOMOTIVE  3473. 

Pennsylvania  Railroad  Company  Class  H9s  (Superheated  Steam).  The  locomotive  tested,  No.  387,  class  H8sb, 
with  25-inch  cylinders,  is  the  same  as  the  H9s  class,  except  for  a few  minor  details. 


(2) 


LOCOMOTIVE  TESTING  PLANT. 


TESTS  OF  A CLASS  H8sb  CONSOLIDATION  TYPE 
LOCOMOTIVE  WITH  CYLINDERS  25  INCHES 
IN  DIAMETER. 


Conclusions  and  recommendations  on  pages  107  to  109. 
Index  on  page  147. 


Tests  of  Simple  Consolidation  Type  Locomotives  with 
Saturated  and  Superheated  Steam,  Showing  that,  by 
THE  Use  of  Highly  Superheated  Steam  in  Enlarged 
Cylinders,  the  H8b  Locomotive  is  Made  More  Power- 
ful AND  More  Economical  in  Fuel  and  Water, 


INTRODUCTION. 

1.  The  Pennsylvania  Railroad  Company  adopted  early 
the  consolidation  locomotive  for  freight  service,  securing  one  of 
this  t}’pe  from  the  Baldwin  Locomotive  Works  in  1873,  and  ex- 
hibiting one,  built  at  Altoona,  a class  I,  now  known  as  class  HI, 
at  the  Centennial  Exhibition  in  Philadelphia  in  1876. 

2.  The  HI  locomotive  carried  125  pounds  boiler  pressure 
and  had  cylinders  20  inches  in  diameter  with  a stroke  24  inches, 
a total  weight  in  working  order  of  95,700  pounds  and  a tractive 
force  of  19,200  pounds.  In  1886,  or  ten  years  later,  the  class 
R,  now  known  as  the  class  H3,  consolidation  locomotive,  an 
improved  form,  was  built  at  Altoona;  the  steam  pressure  was 
140  pounds  with  cylinders  the  same  size  as  in  the  earlier  design. 
The  total  weight  in  working  order  was  1 14,620  pounds,  and  the 
tractive  force  21,504  pounds. 

3.  In  common  with  many  other  large  railroads,  the  Penn- 
sylvania has  adhered  to  the  consolidation  locomotive  for  the 
past  37  years,  and  it  is  yet  the  prevailing  type  for  heavy  freight 
service  on  this  railroad. 


(3) 


4 


4.  The  economies  to  be  obtained  by  the  operation  of  trains 
of  large  tonnage  have  been  the  cause  of  an  unceasing  call  for  more 
powerful  locomotives,  and  following  the  H3  class  of  1893  there 
were  brought  out  the  H6,  H6a,  and  H6b,  each  with  a tractive 
force  of  39,688  pounds.  Tests  of  an  H6a  locomotive  were  made 
at  the  Louisiana  Purchase  Exposition  in  1904  and  are  recorded 
in  Bulletin  No.  4 and  also  in  the  report  of  the  St.  Louis  tests  of 
that  year.  In  1908  a further  increase  in  size  of  freight  loco- 
motive was  made  in  a design  known  as  the  H8  class,  with  a trac- 
tive force  of  42,661  pounds.  In  1912,  with  a view  of  increasing 
both  the  economy  and  power  of  the  H8  locomotive,  superheaters 
of  the  Schmidt  type  were  installed  in  many  of  their  boilers. 

5.  These  locomotives  have  cylinders  24  inches  in  diameter 
with  a 28-inch  stroke.  Their  total  weight  in  working  order  is 
249,500  pounds,  and  they  carry  a working  presstu-e  of  205  pounds 
per  square  inch. 

6.  With  the  idea  of  providing  a more  suitable  cylinder  diam- 
eter for  these  consolidation  locomotives,  when  using  superheated 
steam,  the  cylinders  on  a single  locomotive  No.  387  were  in- 
creased in  diameter  to  25  inches.  The  revsults  obtained  in  road 
service  after  this  change  show  an  improvement  in  the  p)erform- 
ance  of  the  locomotive,  and  this  is  further  confirmed  by  the 
tests  shown  in  this  report.  During  the  present  year,  many  loco- 
motives similar  in  design  have  been  built.  These  new  locomo- 
tives are  known  as  the  H9s  class  and  are  the  heaviest  loco- 
motive of  this  type  on  the  Pennsylvania  Railroad  at  this  date 
(January  1,  1914).  Their  total  weight  in  working  order  is  approx- 
imately 251,900  pounds  and  they  have  a tractive  force  of  46,290 
pounds. 


Description  of  Locomotive. 

7.  Locomotive  387  is  of  the  simple  consolidation  type.  It 
was  built  at  Juniata  Shops,  by  the  Pennsylvania  Railroad 
Company  in  June,  1909,  and,  at  that  time,  was  of  the  H8b  design 
to  use  saturated  steam.  In  December,  1912,  this  locomotive  had 
a superheater  applied  and  its  cylinders  increased  from  24  to  25 


5 


Fig.  1. 

LOCOMOTIVE  1134,  CLASS  H8b  (Saturated  Steam). 

Locomotive  in  position  for  test  on  Test  Plant,  Pennsylvania  Railroad  Company,  Altoona,  Pa. 


6 


Fig.  2. 

LOCOMOTIVE  387,  CLASS  H8sb,  WITH  25-INCH  CYLINDERS  (Superheated  Steam). 
In  position  for  test. 


m- 


^v 


'-•*  'a- 
'-^'  : ■ -'■- 


-4S>i< 


f'-'i-g-''f' 

► »«  "5  ^ 


- ':-Sr.  ■ 


■'...:h5«^.  ;.  --i-jl^'.  -.:  ■■•'«'  ■iWSM 


. •Vr''. 

•■'  --^  ,-i  j*'-^ 


7 


inches  in  diameter.  Its  classification  was  then  changed  to  H8sb, 
although,  because  of  the  25-inch  cylinders,  it  thus  became  virtually 
the  first  locomotive  of  the  H9s  class.  It  was  hand  fired  and  had 
a brick  arch. 

8.  The  H9s  locomotive  is  the  outcome  of  an  effort  to  obtain 
greater  power  and  more  economical  performance  by  the  use  of 
superheated  steam  and  enlarged  cylinders.  It  has  a heating 
surface  (fireside)  of  3536.6  square  feet,  while  its  predecessor, 
the  H8b  saturated  steam  locomotive,  has  3403.2  square  feet. 
This  is  an  increase  of  3.9  per  cent,  in  the  heating  surface  due  to 
a rearrangement  of  tubes  in  the  boiler,  which  was  necessitated 
by  the  application  of  the  superheater. 

9.  The  general  dimensions  of  this  modified  H8sb  locomotive, 
No.  387,  from  measurements,  are  as  follows: 


Total  weight  in  working  order,  pounds._ 249,500 

Weight  on  drivers,  working  order,  pounds 219,900 

Cylinders  (simple),  inches 25  x 28 

Diameter  of  drivers,  inches 62 

Heating  surface  in  tubes  (water  side),  square  feet 2840.21 

Firebox  heating  surface  (fireside),  including  arch  tubes, 

square  feet 189 . 90 

. Heating  surface  of  superheater  (fireside) 808.98 

Total  heating  surface  (based  on  fireside  of  firebox  and 
superheater  and  water  side  of  tubes),  including  super-  , 

heater  and  arch  tubes,  square  feet 3839.09 

Total  heating  surface  (based  on  fireside),  including  super- 
heater and  arch  tubes,  square  feet 3536 . 55 

Grate  area,  square  feet 55  34 

Boiler  pressure,  pounds  per  square  inch : 205 

Valves,  type 14  in.  Piston 

Valve  motion Walschaerts 

Firebox,  type Wide,  Belpaire 

Number  of  tubes... 265 

Number  of  flues  (for  superheater) 36 

Outside  diameter  of  tubes,  inches 2 

Outside  diameter  of  flues,  inches 5| 

Length  of  tubes,  inches...... 180. 19 


8 


10.  The  maximum  calculated  tractive  effort  at  starting  is 
46,290  pounds,  with  80  per  cent,  of  the  boiler,  pressure  available 
as  mean  effective  pressure  in  the  cylinders.  This  is  equivalent 
to  282.2  pounds  drawbar  pull  per  pound  of  mean  effective 
pressure.  The  ratio  of  the  weight  on  drivers  to  the  calculated 
tractive  effort  is  4.75. 

Gjsnerai,  Arrangement. 

1 1 . The  general  arrangement  of  locomotive  387  is  shown  in 
Fig.  3 and  cross-sections  are  shown  in  Fig.  4. 

BoieER. 

12.  The  boiler.  Fig.  5,  is  of  the  Belpaire  type  with  a wide 
grate.  It  contains  265  tubes,  2 inches  outside  diameter  and  15 
feet  long,  and  36  flues,  5f  inches  outside  diameter,  for  super- 
heater elements.  The  feed  water  from  the  injectors  is  con- 
ducted through  a pipe  2|  inches  in  diameter,  extending  from 
the  back  head  of  the  boiler  to  a point  36  inches  from  the  front 
tube  sheet.  Fig.  6 shows  the  front  and  back  tube  sheets. 

13.  The  boiler  has  a sloping  back  head  and  throat  sheet.  It 
is  equipped  with  a Schmidt  type  superheater  and  with  a brick 
arch  carried  on  three  3-inch  water  tubes. 


Grates. 

14.  The  grate  arrangement  is  shown  in  Fig.  7.  The  grate 
rests  on  a cast-iron  centre  bearer  10  inches  wide,  running  longitu- 
dinally with  the  firebox,  and  on  frames  attached  to  the  sides  of 
the  firebox.  The  grate  is  separated  by  the  centre  grate  bearer 
into  two  sections.  Each  section  consists  of  a drop  grate  at 
both  the  front  and  back  ends  of  the  firebox,  and  separating  these 
from  the  shaking  grates  are  small  fixed  grates.  The  shaking 
grates  are  of  the  interlocking  finger  type  and  can  be  shaken  in 
two  separate  sections. 

15.  The  grates  slope  from  the  side  of  the  firebox  toward  the 
centre  grate  bearer  and  the  whole  grate  slopes  from  the  rear 
toward  the  front  end  of  the  firebox. 


9 


GENERAL  ARRANGEMENT. 
Class  H8sb  Locomotive  387. 


SCALE  . FEET  A INCHES. 


10 


END  ELEVATIONS  AND  CROSS  SECTION. 
Class  H8sb  Locomotive  387. 


11 


I 


Fig. 


12 


16.  The  whole  grate  has  an  area  of  55.34  square  feet,  of 
which  the  shaking  portion  is  25.76  square  feet.  The  dimensions 
of  the  grate  are  6 feet  wide  and  9 feet  2f  inches  long. 


“®’F^72”xioeviNsire  sheets. scale,  feet  a inches. 


Fig.  6. 

TUBE  SHEETS. 

Class  H8sb  Locomotive  387, 


17.  The  ashpan  is  of  the  self-cleaning  type  and  is  operated 
from  the  side  of  the  locomotive. 

Smoke  BOX. 

18.  The  smokebox,  designed  to  be  self-cleaning,  is  shown  in 
Fig.  8.  It  has  an  exhaust  pipe  14|  inches  high.  The  exhaust 
nozzle  (Fig.  9),  rectangular  in  shape,  is  4f  x 6J  inches,  with  an 
area  of  30.88  square  inches.  A lift  pipe,  17  inches  inside  diam- 
eter, extends  from  a point  17|  inches  above  the  exhaust  nozzle 
to  connect  with  the  stack  which  tapers  to  an  inside  diameter  of 
19  inches  at  the  top. 

19.  A sloping  wire  mesh  netting  extends  from  the  top  of  the 
smokebox  to  the  edge  of  the  diaphragm  plate  which  projects  18 
inches  beyond  the  vertical  centre  line  of  the  exhaust  pipe. 


23%”- 


13 


Fig.  7. 


GRATE  AND  ASHPAN. 
Class  H8sb  Locomotive  387. 


14 


20.  In  the  arrangement  used  in  the  tests  the  diaphragm  or 
table  plate  was  horizontal,  where  it  crossed  the  center  line  of  the 
exhaust  nozzle  at  a height  of  15f  inches  above  the  bottom  of  the 
smokebox.  This  smokebox  was  found  to  be  self-cleaning.  A final 
arrangement  of  self -cleaning  front  end  is  described  in  Pars.  49  to  54. 


^ f ^ ? T ? ? T 

SCALE  .FEET  A INCHES. 


SMOKEBOX  ARRANGEMENT. 
Class  HSsd  Locomotive  387. 


Superheater. 

21 . The  superheater,  Fig.  10,  is  of  the  Schmidt  fire-tube  type. 
It  consists  of  36  elements;  each  element  has  a double  loop  in  one 
of  the  large  fire  tubes  and  extends  to  a point  within  two  feet  of 
the  firebox  end.  The  steam  in  flowing  through  the  superheater 
passes  twice  through  the  hot  gases  in  the  flue. 


15 


22.  The  total  heating  surface  of  the  superheater  is  808.98 
square  feet,  which  is  22.8  per  cent,  of  the  total  heating  surface 
of  the  boiler. 


Fig.  9. 

EXHAUST  NOZZLE. 
Class  H8sb  Locomotive  387. 


Cylinders. 

23.  This  locomotive  387  differs  from  the  standard  in  one 
important  particular;  the  diameter  of  its  cylinders  is  25  inches. 
The  standard  cylinders  for  this  class  of  locomotive,  when  using 
saturated  steam,  have  a diameter  of  24  inches  with  a stroke  of 
28  inches.  For  the  purpose  of  utilizing  the  full  advantage  of 
superheated  steam,  the  cylinders  applied  to  this  locomotive  were 
increased  in  diameter. 


16 


j 


} 

t- 


i - 

I" 


i, 


17 


Fig.  11. 

CYLINDER. 

Class  H8sb  Locomotive  387. 


18 


24.  The  cylinders,  Fig.  11,  are  made  of  cast  iron.  The  saddle 
and  each  cylinder  are  cast  separately.  The  steam  passages  are 
direct,  but  the  exhaust  passages  have  a number  of  turns.  With 
the  application  of  a superheater,  new  steam  pipes  are  applied  as 
shown  and  these  extend  through  the  sides  of  the  smokebox  and 
connect  to  the  top  of  the  steam  chests,  thus  offering  a direct  pass- 
age from  the  superheater  header  to  the  valves.  These  outside 
steam  pipes  serve  to  prevent  excessive  expansion  or  contraction 
in  the  cylinder  saddle  which  might  occur  with  highly  superheated 
steam  conducted  through  it. 

Piston  Valves. 

25.  The  piston  valves,  Fig.  12,  are  of  the  semi-plug  type, 
14  inches  in  diameter,  made  by  the  American  Balance  Valve 


Fig.  12. 

PISTON  VALVE. 

Class  H8sb  Locomotive  387. 


19 


Company.  This  size  has  been  standard  for  locomotives  of  the 
H8,  H8b  and  H8sb  classes.  The  size  adopted,  however,  for  the  H9s, 
of  which  the  387  was  but  a forerunner,  is  12  inches  in  diameter. 
Tests  relative  to  the  proper  size  of  valve  will  be  the  subject  of 
Bulletin  No.  23.  The  bearing  face  of  the  valve  is  formed  by  two 
narrow  expanding  rings  connected  by  a thin  wide  ring  with  a 
number  of  “V”  shaped  grooves.  (See  Bulletin  7 for  a more 
detailed  description  and  tests.) 

Tests. 

26.  There  were  47  tests  made  with  the  H8sb  locomotive 
387.  A number  of  these  tests  have  been  omitted,  due  to  low 
steam  pressure  or  the  very  short  duration  of  the  tests,  making  the 
data  unreliable. 


27.  Thirty -nine  tests  of  the  387  are  presented  in  this  bulletin, 
and  all  were  made  with  a wide  open  throttle,  and  the  speeds  were 
from  7.2  to  30.5  miles  per  hour  with  a cut-off  ranging  from  20  to 
88  per  cent.  These  tests  are  shown  in  the  following  table,  which 
indicates  the  number  of  tests  run  under  each  speed  and  cut-off. 


Tests  Made  With  HSsb  Locomotive  No.  387 
Superheated  Steam,  25-inch  Cylinders. 


Revolu- 

tions 

Per 

Minute 
R.  P.  M. 

Miles 
Per 
Hour 
M.  P.  H. 

Nominal  Cut-off  in  Per  Cent,  of  Stroke 

20 

25 

30 

35 

40 

45 

50 

55 

58 

63 

68 

75 

- 86 

88 

40 

7.19 

1 

1 

1 

I 1 

1 

60 

10.83 

2 

1 

1 

1 

1 

1 

80 

14.44 

1 

1 

2 

1 

1 

1 

100 

17.97 

”3 

2 

1 

i 

1 

120 

21.56 

1 

i 

1 

2 

140 

25.16 

1 

1 

1 

160 

28.75 

i 

1 

1 

170 

30.50 

1 

.... 

.... 

1 

.... 

.... 

.... 

.... 

.... 

.... 

In  1912,  tests  were  made  with  class  H8b  saturated  steam 
locomotive  1134  and  the  test  results  are  shown  in  the  tables  on 
pages  121  to  131  and  on  many  of  the  diagrams. 

An  outline  of  the  test  conditions  is  given  in  the  following 
table. 


Tksts  Mad^  With  H8b  Locomotive  No.  1134 
Saturated  Steam,  24-inch  Cylinders. 


Revolutions 
Peb  Minute 

R.  P.  M. 

Miles  Per  Hour 
M.  P.  H. 

Nominal  Cut-off  in  Per  Cent,  of 

Stroke 

20 

27 

35 

42 

60 

11.0 

2 

80 

14.7 

2 

2 

100 

18.3 

2 

120 

. 

22.0 

2 

Coal  Used. 


28.  The  fuel  used  during  the  tests  was  a bituminous  coal 
mined  by  the  Jamison  Coal  and  Coke  Company  in  Westmoreland 
County,  Penna.  It  is  a run  of  mine  coal  as  used  in  freight  ser- 
vice on  this  road. 

29.  Table  VI,  column  248,  shows  the  heating  value  to  range 
from  13,330  to  14,661  B.  t.  u.  per  pound. 

30.  As  each  car  was  being  unloaded  at  the  Test  Plant 
samples  were  taken  for  analysis.  The  analysis  of  the  coal  shows 


results  as  follows : 

Proximate  Analysis. 

Fixed  Carbon,  per  cent 58.02 

Volatile  matter,  per  cent 31.59 

Moisture,  per  cent 1.20 

Ash,  per  cent 9.19 

100.00 

Sulphur,  separately  determined,  per  cent 1.44 

B.  t.  u.  per  pound,  dry 14,140 

B.  t.  u.  in  combustible — 15,590 

Ultimate  Analysis. 

Carbon,  per  cent 76.00 

Hydrogen,  per  cent 4.95 

Nitrogen,  per  cent. 1.40 

Sulphur,  per  cent. 1.79 

Ash,  per  cent. 9.98 

Oxygen  by  difference,  per  cent 5.88 


100.00 


21 


BOILER  PERFORMANCE. 


St^am  Pressure  and  Temperature. 

31.  The  operation  of  the  locomotive  with  regard  to  its  steam 
pressures  and  temperatures  is  shown  in  Tables  I and  II.  The 
steam  pressures  in  Table  I are  for  the  boiler,  dry  pipe,  the  super- 
heater header  (saturated  side),  return  bend  (or  the  middle  point 
of  the  superheater  length),  the  branch  pipe  and  the  exhaust 
passage. 

32.  The  boiler  pressure,  with  but  two  exceptions,  ranged 
between  198  and  206.0  pounds.  At  the  return  bend,  where  the 
steam  has  passed  through  one-half  of  a superheater  element,  the 
pressure  shows  a drop,  ranging  between  2.6  and  7.4  pounds. 
After  the  steam  had  passed  through  the  superheater  its  press- 
ure was  observed  at  the  branch  pipe.  The  maximum  drop  in 
pressure  at  this  point  was  11.0  pounds  or  5.6.  per  cent,  of  the 
boiler  pressure  (Test  No.  3217).  The  pressure  in  the  exhaust 
passage,  observed  by  steam  gage,  ranged  from  0 to  a maximum 
of  7.7  poimds. 


33.  The  steam  temperatures.  Table  II,  are  shown  for  boiler, 
branch  pipe,  exhaust  passage  and  the  superheat  in  the  exhaust 
passage.  The  superheat  in  the  branch  pipe  ranged  between  97.3 
and  210.2  degrees  Fahr.,  and  in  the  exhaust  passage  from  3.6  and 
81  degrees  Fahr. 


34.  The  temperatiu'e  in  the  firebox  and  smokebox,  together 
with  the  temperature  of  the  steam  in  the  branch  pipe  and  the 
superheat  in  degrees  Fahr.  at  the  different  rates  of  combustion, 
are  graphically  presented  in  Fig.  13.  Thus  the  temperature  in 
the  firebox  ranged  between  1780  and  2510  degrees  Fahr.  and 
that  in  the  smokebox  between  448  and  673  degrees  Fahr.  The 
rate  of  firing  is  shown  to  range  from  1000  to  7500  poimds  of 
dry  coal  per  hour. 


22 


LOCOMOTIVE: 

TYPE_„2:r:0r:^ 

CCASS  -fiS.sb No.. 


5B7 


Sheet  No — 

Tests  of  a Class  HSsb  Loopaotive, 


M.  F.  470— A 

Pennsylvania  Railroad  Company 

PWLADBIPHIA.  BALnMORB  & WASHINGTON  RAILNOAO  COJIPAIIV 

Nocthbrn  Central  Railway  Conranv 
_ Wist  Jbmnv  A Siashorb  Railroad  Conrany 

Bolletln 


TEST  DEPARTMENT 


NO. 


Altoona.  Pa. 


1-7-1914 


9rE&M  PBBSSDBSS. 


Test 

Test 

Duration 

Steam  Pressure  by  Gage  In 

No. 

of 

Dry 

Superheater 

Branch 

SchTOS'C 

Teat 

Header 

Return 

Bes Ignat ion 

Minutes 

Boiler 

Pipe 

Saturated  Side 

Bend 

Pipe 

Passage 

217 

220 

3207 

40-20-F 

120 

205.3 

203.3 

203,3 

201.2 

201.2 

0.0 

3210 

40-30-F 

120 

205.3 

205.3 

202.0 

202,0 

202.0 

0,0 

3246 

40-7&-F 

30 

206.0 

203.5 

203,3 

201.7 

200,0 

4.8 

3247 

4O-.80-F 

16 

206.0 

204.7 

204,0 

201.9 

200,7 

6.3 

3205 

60-20-P 

45 

206.8 

203.3 

202.8 

202.1 

201,2 

0,0 

3206 

60-20-F 

105 

205.9 

203.0 

202.1 

202.1 

201,7 

0.0 

3209 

60-30-F 

90 

206.0 

205.3 

204,0 

201,8 

201,5 

c.o 

3227 

60-3&-P 

90 

206.0 

204.4 

203,2 

201,3 

201,2 

l.« 

3242 

60-6e-F 

30 

206.0 

204.3 

203,5 

201,5 

198.5 

4.8 

3245 

60-75-F 

30 

203.3 

202.0 

201.3 

199,0 

194,7 

6.7 

3244 

60-8 6-F 

15 

195.0 

193.0 

192.7 

189.2 

186,0 

7,7 

3201 

60-20-F 

120 

205.8 

203.5 

203,5 

202.5 

202.4 

0,0 

3202 

80-30-F 

90 

205.3 

204.3 

203,5 

202.0 

202.0 

1.3 

3203 

80-40-P 

30 

206.0 

204.8 

204,0 

203.4 

201,5 

2.0 

3204 

80-40-P 

105 

205.5 

202.6 

201,8 

201,5 

199.4 

0,0 

3230 

80-55-F 

30 

206.0 

204.0 

203,8 

202.4 

200.0 

4,0 

3239 

80-58-F 

60 

204.9 

202.1 

202,1 

199,9 

196.7 

5.0 

3241 

80-63-F 

60 

204.7 

203.0 

203.0 

200.7 

195,9 

6,9 

3206 

100-25-F 

60 

206.3 

203.2 

203,2 

202.0 

200,8 

1.0 

3211 

100-25-P 

30 

205.8 

205.6 

203,8 

202,2 

201,0 

1.0 

3212 

100-25-P 

120 

205.5 

205.5 

203,8 

201.8 

200,8 

1.0  . 

3213 

100-40-F 

30 

203.3 

203.3 

202,0 

198.9 

197.3 

3,3 

3214 

100-40-P 

120 

202.3 

201.2 

199.5 

197.2 

195.4 

3.0 

3215 

100-4 5-P 

120 

204.6 

202.8 

201,5 

198.5 

196.2 

4,1 

3236 

100-50-F 

60 

205.4 

203.4 

203.4 

201.2 

196,6 

5.0 

3237 

100-55-P 

60 

203.4 

201.4 

201.4 

198.4 

194,6 

5,1 

3223 

120-20-P 

120 

206.0 

203.9 

203,0 

201.7 

201.1 

1.0 

3221 

120-30-P 

120 

205.9 

205.2 

203,7 

201.2 

199.8 

2.8 

3230 

120^0-P 

120 

204.3 

202.2 

201,5 

190.2 

195,3 

4.0 

3216 

120-50-F 

60 

186.1 

185.3 

184,1 

180,6 

176.3 

5,9 

3217 

120-50-P 

45 

193.0 

196.6 

195,4 

190.6 

187.0 

6,2 

3225 

140-25-P 

90 

205.6 

203.9 

202.5 

200.2 

199.4 

2.0 

3216 

140-35-F 

120 

198.3 

197.0 

196.2 

192.9 

190.5 

3.8 

3220 

140-40-F 

60 

204.9 

203.7 

202,7 

199.2 

196,0 

5.1 

3229 

160-30-F 

120 

204.9 

202^8 

202,2 

199.4 

197.7 

3.8 

3222 

160-35-F 

60 

203.3 

201.3 

200.7 

197,3 

194.7 

4,9 

3235 

160-40-p 

60 

198.7 

195.6 

196.3 

192,1 

189.1 

5,4 

3228 

170-20-P 

120 

205.8 

204.5 

202.9 

201,5 

200,3 

2.0 

3224 

170-35-F 

60 

204.1 

201.7 

200.6 

197.4 

195,4 

4«9 

Sheet  No..?.”-^^?-. 

Table  I. 


STEAM  PRESSURE. 

The  pressure  of  the  steam  as  it  flows  from  the  boiler  to  the  exhaust  nozzle  is  shown  in  this  table.  At 
the  return  bend,  where  the  steam  had  passed  through  one-half  of  the  superheater  elements,  there  was  a 
pressure  drop  ranging  from  2.6  to  7.4  pounds.  The  maximum  drop  in  pressure  at  the  branch  pipe  was  11 
pounds.  In  the  exhaust  passage  the  pressure  ranged  from  0 to  7.7  pounds. 


23 


LOCOMOTIVE: 

TYPe, ZrSc^ 

CLASS . . No. 


M.  P.  478-A 

PENNSYLVANIA  RAILROAD  COMPANY 

Phiiadblphia,  Baltimori  B Washington  Raiiroao  Company 
Northern  Central  Railway  Company 
West  Jersey  A Seashore  Railroad  Company 


StIJ  1-14  18 
'SxiOH 


Sheet  No JlrllStL. 

.Tftot.s  ..of ..a  Class  HSab  Locomotive, 


TEST  DEPARTMENT 


Bulletin  No — IQ 

Altoona.  Pa.. 


STE&U  TQIPSlATaRKS . 


Test 

No. 

Test 

Designation 

Duration 
of  Teat 
Minutes 

Temperatures  In 

Boiler 

Branoh 

Pipe 

Exhaust 

Passa^ 

Superheat  in 
Sxhaust  Passage 

3207 

40-20-P 

120 

389.7 

485.5 

220.0 

8.1 

3210 

40-30-P 

20 

309.7 

519.2 

222.2 

10.3 

3246 

40-76-P 

30 

390.0 

568,5 

262.0 

56,6 

3247 

40-88-? 

15 

390.0 

569.3 

3C6.0 

76.6 

3205 

60-20-P 

45 

309.8 

489,3 

218.7 

6.8 

3206 

60-20-? 

106 

390,5 

497,3 

220.0 

8.1 

8209 

60-30-F 

90 

390.1 

518.4 

228,0 

16.5 

3227 

60-35-F 

90 

369.9 

623,0 

226,4 

13,7 

3242 

60-66-? 

30 

390.0 

660.0 

279.6 

64,3 

3245 

60-7 5-F 

30 

389.0 

651,3 

269.3 

38,7 

3244 

60-66-? 

16 

390,0 

664.0 

314,0 

61.0 

3201 

80-20-F 

120 

389.0 

514.2 

220.0 

6.1 

3202 

30-30-P 

90 

385.7 

521.2 

218.0 

3,6 

3203 

80-40-? 

30 

389,9 

533,0 

J32.0 

15.7 

3204 

80-40-P 

105 

389,7 

539,6 

230.2 

18.3 

3238 

80-55-P 

30 

390,7 

567.0 

244.5 

21.5 

3239 

80-58-P 

60 

389,5 

580.9 

280.9 

55.1 

3241 

80-63-P 

60 

389.5 

596,3 

298.3 

67,6 

3208 

100-25-P 

60 

390.1 

545,0 

226,7 

12,0 

3211 

100-25-F 

30 

389,9 

545.6 

226,0 

14,2 

3212 

100-25-F 

120 

309.7 

542,2 

227,5 

14.6 

3213 

100-4CLP 

30 

388,9 

542,0 

232,6 

. 12,1 

3214 

100-40-P 

120 

368.6 

562,1 

231.0 

10.6 

3215 

100-46-P 

120 

389,4 

565,8 

235.2 

12.2 

3236 

100-50-P 

60 

389,7 

586.9 

252,0 

26.6 

3237 

100-55-P 

60 

389,3 

570.9 

266.6 

40.6 

3223 

120-20-P 

120 

389,9 

514.8 

222.0 

9*0 

3221 

120-3Q-P 

120 

389.2 

543.1 

229,7 

10,8 

3230 

120-40-P 

120 

383,6 

574.2 

235.8 

13.4 

3216 

120-50-F 

60 

382,8 

570.3 

270.6 

42.6 

3217 

120-50-F 

45 

386,8 

578.8 

270,8 

60,2 

3225 

140-25-P 

90 

389.8 

563.6 

228,2 

11.1 

3218 

140-35-P 

120 

386,9 

546,6 

231.6 

9.8 

3220 

140-4a-P 

60 

389.5 

554.9 

242.3 

16.8 

3229 

160-30-P 

120 

389.5 

568.8 

231,7 

9.7 

3222 

160-3 5-P 

60 

388.9 

552.9 

234.6 

10.1 

3235 

160-40-P 

60 

383,0 

677.1 

252.0 

25,5 

3228 

170-20-P 

120 

389.8 

533,4 

223.5 

7.5 

3224 

170-35-P 

60 

389,3 

570,9 

236.6 

10,9 

Sheet 


Table  il. 

STEAM  TEMPERATURES. 

The  steam  temperatures  correspond  with  the  pressures  shown  in  Table  I.  The  boiler  temperatui  \s  were 
obtained  from  the  steam  table;  all  other  temperatures  were  observed. 


24 


Fig.  13. 

FIREBOX  AND  SMOKEBOX  TEMPERATURE. 

The  temperatures  of  the  steam  in  the  branch  pipe  and  the  smokebox  gases  were  practically  constant 
after  the  combustion  rate  exceeded  100  pounds  per  square  foot  of  grate  per  hour.  Under  the  same  condi- 
tions the  temperature  in  the  firebox  increased  but  20  degrees. 


25 


35.  Meanwhile  the  temperature  in  the  branch  pipe  ranged 
from  486  to  596  degrees  Fahr.,  and  the  superheat  between  97  and 
210  degrees  Fahr. 

36.  It  is  observed  that,  when  the  combustion  rate  exceeds 
5500  pounds  of  coal  fired  per  hour,  which  is  equivalent  to  100 
pounds  per  square  foot  of  grate,  the  degree  of  superheat,  the 
temperature  of  the  steam  in  the  branch  pipe  and  the  temperature 
of  the  smokebox  gases  remain  practically  constant.  The  tem- 
perature in  the  firebox  shows  a tendency  to  decrease.  This  would 
indicate,  above  this  rate  of  firing,  the  greater  difficulty  in  obtain- 
ing perfect  combustion. 

Draft. 

37.  There  is  given  in  Table  III  the  draft  in  inches  of  water, 
in  front  of  diaphragm,  back  of  diaphragm,  in  firebox  and  in  ash- 
pan,  also  the  temperature  in  degrees  Fahr.  in  firebox,  smokebox 
and  of  the  steam  in  the  branch  pipe.  The  last  column  gives  the 
amount  of  coal  fired  per  square  foot  of  grate  in  pounds  per  hour 
during  the  several  tests. 

38.  Fig.  14  presents  graphically  the  relation  between  the 
rate  of  combustion  in  pounds  of  dry  coal  fired  per  square  foot  of 
grate  per  hour  and  the  draft  in  inches  of  water. 

39.  The  drafts  in  front  and  back  of  diaphragm  are  equal. 
This  is  an  unusual  result,  indicating  a very  good  front-end  per- 
formance, or  one  having  little  or  no  loss  in  draft  on  account  of 
the  presence  of  the  diaphragm.  The  draft  in  the  smokebox  in- 
creases from  0.9  to  approximately  8 inches  of  water  as  the  rate 
of  combustion  increases  from  18  to  144.6  pounds  of  coal  per  square 
foot  of  grate  per  hour. 

40.  The  draft  in  the  firebox  increases  from  0.3  to  2.8  inches  of 
water,  while  in  the  ashpan  it  ranges  between  0.04  and  0.50  inches 
of  water.  The  air  openings  into  the  ashpan  have  a total  area 
of  7.52  square  feet,  or  13.6  per  cent.,  of  the  grate  area,  and  on  ac- 
count of  the  rather  high  vacuum  in  the  ashpan  these  openings 
should  be  increased  to  about  8.5  square  feet. 

41.  The  distance  intervening  between  the  curves  indicates 
that  when  130  pounds  of  coal  are  fired  per  hour  per  square  foot 
of  grate  the  percentage  of  draft  lost  in  the  tubes  or  between  the 


26 


LOCOMOTIVE; 

TYPE 2-arsQ... 

CLASS E8s.l? no.._58Z. 


M.  P.  479-A 

PENNSYLVANIA  RAILROAD  COMPANY 

PHiLAbBtrHiA,  Baltimore  A Washinoton  Railroad  Comrant 
Northern  Central  Railway  Company 
„ West  Jersey  & Seashore  Railroad  Company 


Sheet 

Test  a..of..a...C.XMS--H68]LJk^^^ 


TEST  DEPARTMENT 


Bulls  ti«o 10  .. 

Altoona,  Pa  . 1-7-1914 


COMBUSTIOH.IIIAPT  AUD  T5MPI3^ATUHE . 


Test 

Test 

Dura- 

Draft  in  Inches 

of 

ter 

Tomoerature  Degrees  F, 

Coal  as  fired 

No. 

tion 

In  front 

Back 

In 

In 

In 

In 

Of 

per  3q,  ft. 

Designs- 

of 

of 

of 

Steain  in 

of  Grate 

Test 

Diaph- 

Diaph- 

Fire 

Ash 

Fire 

fSmoke 

Branch 

Pounds 

tion 

Mins. 

rapn 

ragm 

box 

paai 

box 

box 

Pipe 

Per  Hour 

222 

223 

224 

223 

212 

207 

210 

5207 

40-20-F 

120 

0.9 

0,9 

0.4 

0.04 

1924 

448 

465.5 

18.07 

3206 

60-20-F 

106 

1.1 

1.0 

0.3 

0.17 

1879 

480 

497.5 

25,15 

3205 

60-20-F 

75 

1.3 

1.1 

0.4 

0.13 

1780 

500 

489,3 

27.11 

3210 

40-30-P 

120 

1.5 

1.3 

0,3 

0,08 

2130 

528 

519,2 

27.11 

3201 

80-20-F 

120 

1.7 

1.5 

0.7 

0,05 

2187 

564 

614,2 

53.76 

3209 

60-30-P 

90 

2.0 

1.8 

0.7 

0.10 

2158 

522 

518,4 

37.59 

3225 

120-20-F 

120 

2.0 

1.9 

0.6 

0,07 

2148 

539 

614.8 

39.57 

3227 

60-35-P 

90 

2.3 

2.1 

1.0 

0,08 

2243 

548 

523.0 

43.53 

3202 

80-30-F 

90 

2.4 

2.1 

0.9 

0.09 

2160 

599 

521.2 

46,01 

3212 

10O-2&-P 

120 

2.3 

2.1 

0.9 

0.11 

2302 

568 

542.2 

45.18 

3226 

17Q-20-P 

120 

2.9 

2.7 

1.5 

0,13 

2328 

563 

533.4 

54,21 

3208 

100-25-P 

60 

2.4 

2.3 

0.9 

0.10 

2335 

610 

545,0 

45,18 

3211 

100-25-P 

30 

2.6 

2.3 

1.1 

0,18 

2360 

573 

545,0 

54,21 

3204 

80-40-P 

106 

3.2 

2.8 

0.8 

0,15 

2376 

626 

539.5 

68.94 

3225 

140-25-F 

90 

3.2 

3.2 

1.2 

0.12 

2304 

611 

563.6 

60,23 

3203 

00-40-P 

30 

3.0 

2.8 

0.9 

0,13 

2266 

646 

533,0 

54.21 

3221 

120-30-P 

120 

3.7 

3.5 

1.7 

0.22 

2344 

595 

543.1 

63,25 

3246 

40-7  &-P 

30 

5.4 

5.5 

1.7 

0,10 

2360 

658 

558,5 

65,41 

3214 

100-40-P 

120 

4.0 

3.7 

1.6 

0.18 

2310 

627 

562.1 

75,98 

3213 

100-40-P 

30 

4.5 

4.2 

2.0 

0,25 

2390 

624 

542,0 

74,81 

3229 

160-.30-P 

120 

4.6 

4.4 

2.1 

0.22 

2315 

537 

568,8 

76.62 

3218 

140-35-F 

120 

5.5 

6,3 

2.8 

0,48 

2308 

634 

546.5 

94.04 

3215 

100-45-P 

120 

5.1 

4.8 

2.1 

0,27 

2408 

637 

565,8 

88.63 

3230 

120-4O-F 

120 

5.1 

4.9 

2.2 

0.23 

2403 

618 

574,2 

87.75 

3247 

40-88-F 

15 

6,2 

6.4 

2.1 

0.12 

2380 

660 

559.3 

111,45 

3238 

80-55-F 

30 

5.4 

5,2 

2,3 

0,10 

2360 

645 

667.0 

108,42 

3222 

160-3&-F 

60 

5.9 

6.6 

2.6 

0,20 

2377 

650 

552,9 

94.09 

3224 

170-35-P 

60 

5.8 

5.6 

2,4 

0,31 

2340 

662 

570,9 

90.35 

3242 

60-68- F 

30 

6,0 

6.1 

2.2 

0,11 

2410 

655 

560,0 

100,42 

3236 

100-50-F 

60 

5,8 

5.6 

2,2 

0.16 

2463 

646 

586.9 

90,35 

3220 

140-40-F 

60 

6.9 

5.7 

2.3 

0.31 

2425 

634 

654.9 

97.76 

3245 

60-75-F 

30 

7.8 

7.9 

2,8 

0.10 

— 

670 

551,3 

144.56 

3216 

120-50-P 

60 

6.3 

5,8 

2.5 

0,38 

2423 

640 

670.3 

106,44 

3239 

80-58-P 

60 

6.1 

5.9 

2,7 

0.12 

2395 

637 

580.9 

111,54 

3237 

100-55-P 

60 

6.2 

6,0 

2.3 

0.13 

2510 

651 

570,9 

108,42 

3236 

160-40-F 

60 

6.4 

6.3 

2.7 

0,27 

2387 

651 

577.1 

103,04 

3217 

120-50-P 

45 

6.6 

6.2 

2.5 

0,50 

2405 

646 

576,6 

115,65 

3244 

60-86-P 

15 

e.i 

7.9 

2.6 

0,17 

2370 

673 

564.0 

126.63 

3241 

80-63-P 

60 

6j,7 

6.4 

2.2 

0.17 

- 

669 

596.3 

95,45 

Sheet  No 

Table  Ml. 

COMBUSTION,  DRAFT  AND  TEMPERATURE. 

The  tests  are  arranged  here  according  to  the  increase  in  equivalent  evaporation.  The  vacuum  in  the 
ashpan  is  higher  than  usual,  and  the  draft  in  the  firebox  does  not  exceed  2.8  inches  of  water. 


27 


Fig.  14. 

DRAFT  AND  RATE  OF  COAL  BURNING. 

At  the  front  and  back  of  diaphragm  the  drafts  are  equal.  This  is  an  unusual  result,  indicating  a very  good 
front  end  performance,  as  there  was  little  or  no  loss  in  draft  due  to  the  presence  of  the  diaphragm. 


28 


back  of  diaphragm  and  the  firebox  was  59  per  cent.,  and  that  due 
to  the  coal  and  grate  or  between  firebox  and  ashpan  was  34  per 
cent. 


Rate  of  Combustion  and  Horse-power. 

42.  The  relation  between  the  combustion  rate  in  pounds  of 
dry  coal  fired  per  hour  per  square  foot  of  grate  and  the  power 
developed  is  illustrated  in  Fig.  15.  The  curve  for  horse-power 
indicates  that  as  the  rate  of  fiiring  increases  the  dynamometer 
horse-power  approaches  a point  beyond  which  an  increase  in  the 
firing  rate  would  produce  no  more  power,  and  it  further  shows 
that  as  the  rate  of  combustion  is  increased  the  efficiency  of  the 
boiler  drops  from  81  to  37  per  cent. 

Smokebox  Gases. 

43.  The  analysis  of  the  smokebox  gases  in  per  cent,  of  oxygen, 
carbon  monoxide,  carbon  dioxide  and  nitrogen,  together  with  the 
calorific  value  of  the  dry  coal  in  B.t.u.  per  pound,  are  shown  in 
Table  VI.  The  heat  in  the  coal  which  is  lost  by  the  presence  of 
CO  in  the  gases,  the  temperature  of  the  smokebox  in  degrees 
Fahr,  and  the  smoke  in  percentage  according  to  the  Ringelmann 
Scale  are  also  known. 

44.  While  the  volume  of  carbon  monoxide  in  the  smokebox 
gases  is  apparently  small,  ranging  from  0.0  to  2.6  per  cent.,  it  will 
be  seen  that  in  test  3238,  only  2.3  per  cent,  of  CO  means  a fuel 
waste  of  9.84  per  cent.  The  smoke  ranged  from  6 to  44  per  cent. 
The  locomotive  was  hand-fired,  and  to  this  fact,  and  to  the  presence 
of  a brick  arch  in  the  firebox  we  may  attribute  this  low  percentage 
of  smoke. 

45.  A gradual  increase  in  the  density  of  the  smoke  occurs  as 
the  rate  of  combustion  is  increased  (see  Fig.  16).  The  carbon 
monoxide  likewise  gradually  increases  until  a rate  of  combustion 
approximating  5000  poimds  of  coal  per  hour  is  reached.  There- 
after it  increases  with  great  rapidity.  This  indicates  an  insuf- 
ficient air  supply  at  the  higher  rates  of  combustion,  further 
mention  of  which  is  made  in  Pars.  103  to  105  of  this  Bulletin. 


29 


M.  F.  470-A 

8i 

1 

iil 

«-»-U 

LOCOMOTIVE: 

Pennsylvania  Railroad  Company 

Philadslpmia.  BALTiaoPi  A Washihctor  Railroad  Company 

Northbrn  CeiTTRAi  Railway  Com 

ipaNy 

CLASS  . EBsb.. 

. NO  -fiOl 

WasT  JpRSCY  A Seasmobc  Railroad  Company 

10 

Sheet  No — 

^ 

Tests  of  a Class  H8sb  LoaoBiotive. 

ALTnoNA  Pa  ^7-1914 

CCKBUSTlOn.SEIIERAL  COKDITIOHS 

Test 

Test 

Dora- 

Average  Pressure 

Tec^rature 

Dry  Coal 

Total  water 

Batio 

Ro* 

tion 

in  lbs 

.per  sa.  in. 

Betrrees  Pahr. 

Plred  i)or 

Evap.  lbs. 

Colunm 

Designa^ 

of 

Boiler 

Atmospib- 

Teat- 

Feed 

Hour  lb. pel 

Per  hour  per 

339 

Test 

Press- 

eric 

ing 

eq.ft.of 

sq.  ft, of  heat 

to 

tion 

Hins. 

ure 

Pressure 

Plant 

Water 

Grate 

-Ing  surface 

342 

217 

221 

206 

211 

339 

342 

5207 

40-20-F 

120 

205.3 

14.24 

64 

50.4 

17.67 

2.63 

6.72 

5206 

60-20-P 

106 

206.9 

14.24 

50 

46.7 

24.59 

3.41 

7.21 

5206 

60-20-F 

75 

205.6 

14.04 

65 

43.5 

26.51 

3.69 

7.38 

5210 

40-30-F 

120 

205.3 

14.30 

52 

49.3 

26.51 

3.66 

7.24 

3201 

60-20.F 

120 

205.8 

14.13 

54 

44.0 

33.0 

4.1 

8.06 

3209 

60-30.F 

90 

206.0 

14.38 

56 

51.6 

36.74 

4.65 

7.84 

3223 

120-20-F 

120 

206,0 

13.98 

56 

50.4 

38.76 

5.05 

7.65 

3227 

60-35-P 

90 

206.0 

13.90 

59 

55.9 

42.39 

5.35 

7,92 

3202 

60-30-F 

90 

205.3 

14.11 

59 

44.7 

44.98 

5,57 

8.08 

3212 

100-26-P 

120 

205.5 

14.08 

61 

46.4 

44.16 

5.65 

7.81 

3226 

170-20-F 

120 

205.8 

13.94 

58 

47.7 

52.80 

5.69 

9.28 

3206 

100-25-F 

60 

206.3 

14.20 

62 

46.5 

44.16 

5.85 

7,66 

3211 

100-2&-F 

30 

205.8 

14.23 

64 

53.0 

52.98 

5.91 

8.96 

3204 

60-40-P 

105 

205.5 

13.99 

56 

44.0 

57.63 

6.64 

8.68 

3225 

140-25-F 

90 

205.6 

14.26 

60 

48.0 

58.67 

6.72 

8.73 

3203 

60-40-P 

30 

206.0 

14.06 

61 

43.0 

52.98 

6.83 

7.76 

3221 

120-30-P 

120 

205.9 

14.06 

65 

50.1 

61.96 

6.98, 

8.88 

3246 

40-75-F 

30 

206.0 

14.27 

58 

48.0 

63.46 

7.40 

8.58 

3214 

100-40-P 

120 

202.3 

14.35 

56 

47.8 

74.43 

7.41 

10.04 

3213 

100-40-P 

30 

203.3 

14.04 

67 

47.0 

73.15 

7,59 

9.64 

3229 

160-30-F 

120 

204.9 

14.05 

54 

48.8 

74.63 

7.86 

9.51 

3216 

140-35-F 

120 

198.3 

14.09 

69 

47.8 

92.12 

8.04 

11.45 

3215 

100-45-P 

120 

204.5 

14.13 

60 

49.7 

86.83 

8.06 

10.77 

3230 

120-40-P 

120 

204.3 

14.04 

58 

50.5 

86.47 

8.24 

10.37 

3247 

40-e8-P 

15 

206.0 

14.26 

57 

48.0 

108.13 

8.38 

12.90 

3236 

60-55-F 

30 

206.0 

14.21 

59 

50.7 

105.60 

8,43 

12.53 

3222 

160-35-P 

60 

203.3 

13.87 

63 

51.8 

92.18 

8.52 

10,82 

3224 

170-35-P 

60 

204.1 

14.28 

55 

50.0 

88.00 

8.68 

10.14 

3242 

60-66-P 

30 

206.0 

14.26 

63 

47.3 

105.17 

8.70 

12,09 

3236 

100-50-P 

60 

205.4 

14.04 

74 

50.0 

88.49 

8.72 

10.15 

3220 

140-40-P 

60 

204.9 

14.04 

65 

50.0 

95.77 

8.93 

10,72 

3245 

60-75-P 

30 

203.3 

14.27 

54 

48.3 

140.22 

8.97 

15,63 

3216 

120-50-P 

60 

186.1 

14.14 

70 

47.8 

104.26 

8.91 

11.70 

3239 

60-58-P 

60 

204.9 

14.20 

55 

48.0 

108.69 

8.90 

12,21 

3237 

100-55-P 

60 

203.4 

14.19 

58 

48.7 

103.58 

9,17 

11,51 

3235 

160-40-P 

60 

198.7 

14.07 

70 

52,2 

100.92 

9,20 

10,97 

3217 

120-50-F 

45 

196.0 

14.04 

67 

49.2 

113.28 

9,30 

12.18 

3244 

60-86-P 

15 

195.0 

14.23 

66 

48.0 

122.80 

9.51 

12.91 

3241 

eo-63-p 

ea 

204^ 

14.22 

66 

48.2 

92.95 

Mr. 

Table  IV. 

COMBUSTION,  GENERAL  CONDITIONS. 

The  arrangement  of  this  table  is  according  to  the  increase  in  evaporation.  The  dry  coal  fired  per  hour 
per  square  foot  of  grate  ranged  between  17.67  and  140.22  pounds  per  hour.  The  water  evaporated  per  square 
foot  of  heating  surface  per  hour  increased  from  2.63  to  9.57  pounds. 


30 


M..  P.  479- 

-A 

iJl  4-2a-12 

LOCOMOTIVE; 

Pe^Jnsylvania  Railroad  Company 

('Hi.^ADELPHiA.  Baltimore  & Washinoton  Railroad  Comrany 

Northern  Central  Railway  Company 

CLASS  HOPP  No 

.367.,. 

West  Jersey  Sc  Seashore  Railroad  Company 

TEST  DEPARTMENT 

Bullet  in  No .10 

Sheet  No 

fc'-Xi.OO 

Tests  of  a 

Class 

H8sb  Locosnotiva, 

Altoona, 

PA  1-4-1914 

RATE  OP  GCSfiBOSTION  AKD  HEAT  TRANS5ER 

rest 

Test 

Dura- 

Total 

Dry 

Hate  Of  Combustion 

Heat  Trans f- 

Heat  Transfer 

No. 

tion 

Drv 

Coal 

Dry  Coal  Fired 

Dry  Coal  per 

ered  across 

ed  across  sup 

Dosigna- 

Of 

Coal 

Fired 

Per  sq.ft, of 

sq.ft, of 

Water  Heating 

erheating  Sur 

Test 

per 

Grate  ,potmds 

Heat .Surface 

Surface  B.t.u, 

face  B.t.u, 

tion 

LJlns, 

Fired 

Hour 

per  hour 

lbs .per  hour 

Per  Minute 

Per  Minute 

235 

338 

339 

3207 

40-20-F 

120 

1955 

979 

17.67 

0.277 

183214 

8781 

3206 

60-2  0-F 

105 

2382 

1361 

24.59 

0.385 

238153 

12675 

3205 

60-20-F 

75 

1100 

1467 

26.51 

0.415 

251283 

10395 

3210 

40-30-F 

120 

2933 

1467 

26,51 

0.416 

255109 

1687S 

3201 

80-20-F 

120 

3662 

1826 

33,00 

0,516 

288334 

16944 

3209 

60-30-F 

90 

3050 

2033 

36.74 

0.575 

323178 

20170 

3223 

12C-2G-F 

120 

4290 

2145 

38.76 

0.606 

352014 

20850 

3227 

60-35-F 

90 

3519 

2346 

42.39 

0.663 

370954 

24036 

3202 

60-30-F 

90 

3733 

2489 

44,98 

0,702 

389966 

24882 

3212 

100-2  &-F 

120 

4888 

2444 

44.16 

0,691 

394623 

28537 

3228 

170-20-F 

120 

5843 

2922 

52,80 

0.826 

397192 

27489 

3208 

100-25-F 

60 

2444 

2444 

44.16 

0.691 

408386 

29926 

3211 

100-25-F 

30 

1466 

2932 

52,98 

0.829 

41C223 

30420 

3204 

80-4 0-P 

105 

5560 

3189 

57.63 

0.902 

464447 

33298 

3225 

140-25-F 

SO 

4870 

3247 

58.67 

0.918 

466796 

38493 

3203 

80-4CUF 

30 

1466 

2932 

52,98 

0.829 

478169 

32886 

3221 

120-30-F 

120 

5657 

3429 

61.96 

0.969 

485900 

36867 

3246 

40-7&-F 

30 

1756 

3512 

63,46 

0.993 

516098 

38027 

3214 

100-40-F 

12C 

8237 

4119 

74.43 

1.162 

516819 

46224 

3213 

100-40-P 

30 

2024 

4048 

73.15 

1.144 

528648 

38723 

3229 

1 60-30-F 

120 

8259 

4130 

74.63 

1.168 

546946 

46224 

3218 

140-35-F 

120 

L0195 

5098 

92.12 

1.441 

560  551 

42749 

3215 

100-4 5-F 

120 

9610 

4805 

86.83 

1.358 

560944 

46841 

3230 

120-4 0-F 

120 

9459 

4730 

85.47 

1.337 

573320 

50004 

3247 

40— 86— F 

15 

1496 

5984 

108.13 

1.689 

584348 

44061 

3238 

80-5r>-F 

30 

2922 

5S44 

105.60 

1,652 

586462 

48112 

3222 

160-3^P 

60 

5101 

5101 

92.18 

1.442 

592018 

46497 

3224 

170-3 5-F 

60 

4870 

4670 

• 88,00 

1.377 

604560 

51932 

3242 

60-68-F 

30 

2910 

5820 

105.17 

1.645 

607229 

46809 

3236 

lOO-bO-F 

60 

4697 

4897 

88,49 

1.384 

608243 

56038 

3220 

14-C-40-F 

60 

5300 

5300 

95,77 

1.498 

621938 

49662 

3245 

60-75-F 

30 

3880 

7760 

140.22 

2,193 

625350 

46537 

3216 

120-50-F 

60 

5770 

5770 

104,26 

1.631 

620756 

544  66 

3239 

80-58-F 

60 

6015 

6015 

108.69 

1,700 

620798 

55342 

3237 

100-55-F 

60 

5843 

5843 

105,68 

1.652 

638965 

54779 

3235 

160-40-F 

60 

5505 

5585 

100,92 

1.579 

638543 

57475 

3217 

120-50-P 

45 

4702 

6269 

113.28 

1.772 

648125 

58352 

3244 

60-8  6-P 

15 

1699 

6796 

122.80 

1.921 

663216 

55780 

3241 

80-63-P 

60 

5144 

5144 

92.95 

1.454 

667237 

64143 

Sheet  No.  P-llSS 

Table  V. 

RATE  OF  COMBUSTION  AND  HEAT  TRANSFER. 

A comparison  of  the  heat  transfer  across  the  water  heating  and  across  the  superheating  surfaces  shows 
that  the  heat  absorbed  by  the  superheater  was  less  than  10  per  cent  of  that  absorbed  by  the  water  heating 
surface. 


31 


LOCOMOTIVE: 

TYPE 2-8-0 

CLASS 


flesh 


M.  P.  479  C 

PENNSYLVANIA  RAILROAD  COMPANY 

PlIILADCLTHU,  Baltiboub  A Wakbimotor  Railboad  Cobfant 
np  „ Nobtbkbii  Chtbal  Railway  Cobpabt 

..V.V  /....  Wb»t  J«b«xt  A tfSASBOBB  Raujuiaii  Compart 


SHEET  No .?rll56 

Tests  of  a Claa  s EBsh  IaQc  omotlve  « 


TEST  DEPARTMENT 


BulletliNo  10 

Altoona,  Pa. 


Fig.  15. 

COMBUSTION  RATE  WITH  RESULTING  DYNAMOMETER  HORSE-POWER  AND  EFFICIENCY. 

The  horse-power  curve  approaches  a point  at  which  the  increase  in  the  rate  of  firing  has  no  effect  toward 
increasing  the  dynamometer  horse-power.  The  efficiency  decreases  with  the  increase  in  power  and  rate  of 
firing. 


Rate  op  Combustion. 


46.  The  general  conditions  relating  to  the  combustion  rate 
for  this  locomotive  are  given  in  Table  IV.  The  boiler  pressure 
(column  217)  was  well  maintained  throughout  the  tests.  The 
dry  coal  fired  per  hour  per  square  foot  of  grate  ranged  between 
17.67  and  140.22  pounds  per  hour  (column  339).  The  total  water 
evaporated  per  hour  per  square  foot  of  heating  surface  increased 
with  the  rate  of  combustion  from  2.63  to  9.57  pounds. 

47.  In  Table  V are  given  the  total  dry  coal  fired  in  pounds, 
the  dry  coal  fired  per  hour  in  pounds,  dry  coal  fired  per  square  foot 
grate  in  pounds  per  hour,  and  per  square  foot  of  heating  surface 
per  hour,  the  heat  transferred  across  the  water  heating  surface 
in  B.t.u.  per  minute  and  likewise  across  the  superheating  siudace. 

48.  The  heat  transferred  across  the  water  heating  surface 
ranged  from  183,214  to  667,237  B.t.u.  per  minute,  and  that 
across  the  superheater  heating  surface  from  8781  to  64,143 
B.t.u.  per  minute.  The  heat  absorbed  by  the  superheater  is  thus  less 
than  ten  per  cent,  of  that  absorbed  by  the  water  heating  surface. 


Stack  and  Nozzle. 

49.  This  locomotive  was  equipped  with  a rectangular  nozzle 
with  an  opening  4f  by  6J  inches  (see  Fig.  9),  a self-cleaning  front 
end  with  a lift  pipe  17  inches  in  diameter  and  a stack  tapering  to 
19  inches  in  diameter  at  the  top  (Fig.  8). 

50.  Dynamic  pressme  observations  of  the  gases  leaving  the 
stack  were  taken,  as  explained  in  Bulletin  19,  Par.  90  to  96,  and 
are  presented  here  in  Fig.  17. 

51.  The  maximum  evaporation  obtained  was  39,955  pounds 
per  hour.  The  pressures  as  plotted  on  the  diagrams  representing  the 
stack  from  left  to  right  and  front  to  back  indicate  a uniform 
distribution  of  the  gases  across  the  stack  opening  in  almost  every 
instance.  The  only  variation  occurs  in  the  plane  from  left  to  right 
at  the  maximum  rate  of  evaporation  when  the  pressures  tend 
toward  a peak  at  the  centre,  but  are  by  no  means  excessive. 


33 


M.  P.  479  C 8 1 1>H 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

2-8  -0  fjuuLDMLrBiA,  BALTiaoiis  A WAsanaTOM  Raiumad  CoarAar 

TYPK «Q«V  ‘XQ'V  NoaTBEEB  CBBTBAL  RaHWAT  COHPABT 

CLASS  -.  . No...V.V.l._.  Wbet  Jbbebt  * Bbaehobb  Baiiboad  COBFABT 

TEST  DEPARTMENT  Bulletin  NO. 10  

SHEET  No. 

Tests-  of  a, -Class  HSsb  lAoeoiaoti  ve  A. - - Altoona.  Pa.. 


p 

1 

M 

i 

p 

Si 

E 

i.j 

nr 

i 

g 

191 

1 

■ifTT  ii'T  jii: 

jjfiP 

m 

llrP 

!tt? 

1 

1 

1 

pp 

1 

1 

I 

1 

m 

1 

1 1 

li 

1 

M 

i 

ii 

34- 

1 

m 

lif 

t 

iifii 

Pi 

Ip™ 

pi 

1 

i 

44 

1 

s 

r 

l> 

i 

1 

1 

H 

I 

t ' 

M 

fi 

is 

11 

1 

a 

B 

Ji 

iSi 

i 

if 

illi 

Pi 

1 

Int 

It  ' 

ii 

1 

I 

!■ 

1 

H 

1! 

[1 

i 

ii 

Si 

11 

ii 

jlSp'lS 

iJp 

s 

il 

p 

4i 

1 

B 

1 1 

il 

ili 

il  ft 

|p 

mm 

: Il  ^ ^ : : 

:|jp 

ii 

iiil 

1:; 

H 

III! 

lllii 

Oiii 

IHillr; 

ii 

ft 

,1; 

'r^'‘ 

5tl 

:4  ‘‘j 

W 

ii™ 

pjl: 

'il ( t"' 

mi 

tlSi  ^ 

s 

il 

I ; 

lyil'iHi 

|j 

liH- 

HHI 

11 

ill 

SM 

l;i 

1 i 

if 

t££ 

HU 

il'jl  y j 

I 

iiil 

i 1 

4 

il 

:: 

:::: 

H::: 

::i:: 

::» :::: 

liiiyir 

m 

ft 

■I  ft 

1 

ii 

B 

I 

P: 

If 

■ i 

1 

1 

j 

1 

ill 

RSM  1::: 

IlHi  :::i 

u 

•IS 

II 

lUI 

•Ii: 

i 

j 

lliil 

ii 

Jiilliii 

11 

mi::!!-. 

mi 

1 

1 

fl 

s 

lii 

i| 

1 

Pp 

8 

II 

i 

tail 

pi 

I 

?ii 

litl!  ii 

fW 

iii 

+ li 

1 

Iii 

ppiii 

1 

jii 

i 

iiii 

illlj 

iilli 

ii::: 

mu 

ii 

11 

iii 

■ 

1 

ft 

i|: 

s 

iii‘1 

yte 

1 

il 

14 

p 

1 

b 

1 

m 

;S 

$1 

» 

™|i 

ilii 

il 

il 

m 

1 

1 

ii 

I 

i;; 

±1: 

j 

1 

Biiiiii 

mii 

HI 

» 

:::: 

JHE 

ii 

m 

i 

+4i 

If 

1 

p 

|ip 

mu 

1 

i 

1 

# 

f P 

til  Tlit 

tSEt 

IS 

III 

nf 

I 

M 

1 

ii 

1 

i 

1 

i 

1 

jl| 

I 

1 

1 

ft 

i 

I® 

'<1 

ilkl 

1 

ip 

si 

I; 

PP  A 

lip 

p 

|; 

iffi 

ii  ii 

1 

j| 

pi 

M 

1 

ft 

ft; 

Uli 

■ ■-t 

m 

iu 

1 ' 

ill . 

M 

rf 

ft 

ft 

ft 

i 

I 

I'll 

ii 

1 

■S 

Im 

1 

jr 

ftll 

Hflj 

fii 

jS  v 

ip 

JUl 

g 

% 

ipj  4 

H .4 

T-h 

14 

i 

Ii 

1 

:^l: 

i 

1 

1 

f ft 

iff" 

ii 

1 

1^ 

4jpt-i 

"r 

i ffi’. 

1 \\-iu 

p 

1 1|  1 

fi  .1  ■■|:!'|t|'!‘J 

iSE 

4 

M 

"■HS 

ii 

i 

‘tn 

TTj ; 

13 

1 

ft 

Wi 

P 

tri! 

ft 

i 

P 

IM: 

I 

It 

H 

1 

il  ! 

w 

■i,  > 

Ml-  -jt  :•  1 

liji  1 . - J 

^■ . 

i 

■jp. 

p 

nil 

i 

P 

t 

iui 

ft 

i 

ii 

S! 

fer 

ft 

ft 

[TI* 

rM 

i 

m 

Ji 

U 

a 

il’ 

r-TT 

Jilt 

-t!3' 

’P 

1 

Hit  ,ft 

ihii 

ft 

J n 

ill 

ITj^ 

pi 

i 

Mi 

Ep 

H 

i r„ 

1 

'ii 

’'*1 

1 

1 

4ftft 

|i(3  illi 

11 

H'f' 

Ie 

ft 

Bf  j 

'M 

W. 

'ilii  :ll} 

LJii^C‘'4^  \m 

iii 

14-4 

ft 

33 

tftft 

ft-nUM-t 

fflji 

pi 

i.-.: 

ii-* 

^ M 

j. 

ii- 

T\ 

™ — • 

.1  , ! 

r-  1-'  '>  -1^ 

■ 1 . t 8i 

1 

■ 'j 

PPPP 

ll^  ^ i- 

i 

ijii 

M 

ii? 

^’i|!,  ; 

k 

*if> 

-ft 

Mill 

p 

sit 

kf^. 

ilr'K:.-  ^ 

PI 

2 

N 

Pii 

4 

ft 

w 

±!it 

ft 

4-  4-11 

1 

ft 

ft 

P 

ft 

y\f‘' 

s 

W 

i-  ;-  9 , 

'i'' 

P 1 

L-! 

jiU 

^ K 

ft  ft 

fi 

ft 

% 

ftj 

t.  1 

i: 

li” 

m 

A 

r 

II 

r 

,:Ji 

"fftyr 

ftft 

P: 

P 

TX]y 

^ i K*i- 

V 

m 

-4 

i ^ Tf-ilidi 

WA 

--fti 

■ft 

PB 

ftS 

fM  ' 

ft. 

H 

ill- 

■ ITM 

■xlv ! 

"1 

C 

Lhi 

l|l 

4- A 

, 1 

•.! 

‘ 1 

liL 

ft 

rn 

3™ 

jC-l 

■l.tl 

ft 

k 

t, 

r~ 

Hxit  - 

1 T 

--I-4 

L i«  ■•  ■■ 

u 

LiJj 

l+J*. 

w* 

J® 

•Ml 

iU: 

% 

-- 

iPtCf 

s 

jB 

Mits^ 

1 

1 

m 

tpft-i 

iSL 

ftp-- 

™fe: 

fejS 

P 

JS 

3 

m 

UtOTd 

il 

int 

tifj- 

1 

tft 

''  I'j 

4 

ft 

M 

kk 

i 

Rilii 

IHxHII 

mwi 

M 

M 

StiSS 

nfHffirrlTiirtTTidKjj 

y 

Lkil 

iillM 

n 

M 

Sgffi 

r 

Fig.  16. 

CARBON  MONOXIDE. 

The  carbon  monoxide  and  smoke  increased  rapidly  after  a rate  of  combustion  of  5000  pounds  of  coal  per 
hour  was  exceeded,  indicating  an  insufficient  air  supply. 


34 


LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 


TYPE  2.-a-o 

CLASsHQSB  No. 387 


PHII.ADKl.ralA.  BALTIMOnr  iL  Wa-SHIKCTUK  KtlI.ROAD  COMFA.R^ 
XORTHER.V  C*NTP..<1  K.tTlWAV  I’oXPaNY 
WeaT  jEltSEY  6i  ^KASHCiE  RaILROAP  OiMPASV 


TEST  DEPARTMENT  BULLETIMno 

Sheet  No.  F*  1 1 S S 

TE.ST-S  0«=’  aOv  CLA.S3  LooOiy\0TIVE:  Altoona  Pa  . \ - 7 • 14 


Sheet  No  PUBS 


Fig.  17. 

STACK  PRESSURES. 

These  pressures  indicate  a uniform  distribution  of  the  gases  across  the  stack  opening  in  almost  every 
instance,  showing  that  the  stack  was  completely  filled. 


35 


52.  The  diagrams  as  a whole  indicate  the  stack  to  have  been 
completely  filled  and  the  pressures  quite  uniform. 

53.  The  front  end  arrangement  during  these  tests  was  as 
shown  in  Fig.  8.  It  was  found  to  discharge  all  of  the  cinders, 
except  a small  bank  about  8 inches  high  immediately  in  front  of  the 
nozzle.  With  this  aurrangement  the  area  of  opening  imder  the  table 
plate  or  diaphragm,  where  it  crosses  the  steam  pipes  and  exhaust 
nozzle  was  3.15  square  feet,  while  the  opening  under  the  forward 
edge  of  this  plate  was  3.88  square  feet.  The  smallest  opening  was 
then  not  at  the  outlet  for  the  gases,  but  back  of  it. 

54.  After  the  tests  recorded  in  this  Bulletin  were  completed, 
the  table  plate  was  raised  up  at  the  back  so  that  the  opening 
under  it  at  the  steam  pipes  and  exhaust  column  was  increased  to 
4.34  square  feet.  The  front  opening  remained  the  same  as  before, 
3.88  square  feet,  or  54  per  cent.,  of  the  opening  through  the  tubes. 
With  this  change,  the  front  end  gave  fully  as  good  results  in  clean- 
ing and  steaming  as  before.  The  final  arrangement  as  shown  in 
Fig.  10  is  to  be  preferred,  as  the  point  of  greatest  restriction  to 
the  flow  of  gases  is  at  the  forward  edge  of  the  table  plate,  where  the 
proper  area  of  opening  can  be  easily  maintained. 


Evaporation. 

55.  The  evaporative  performance  is  given  in  Table  VII, 
showing  the  total  pounds  of  water  evaporated  per  hour  to  range 
from  9300  pounds  to  33,900  pounds,  while  the  equivalent  evapora- 
tion per  pound  of  dry  coal  varies  between  the  same  limits  from 
12.15  pounds  to  5.37  pounds.  The  superheat  in  the  branch  pipe 
shows  an  increase  from  97.32  degrees  to  210.25  degrees  Fahr. 
The  boiler  efficiency  ranged  between  81  and  37  per  cent. 

56.  There  is  given  in  Table  VIII,  the  evaporation  rate  for 
both  boiler  and  superheater.  Referring  to  this  table  it  is  seen  that 
the  equivalent  evaporation  for  the  boiler  alone  ranges  from 
11,329  to  41,255  pounds  per  hour,  from  and  at  212  degrees  Fahr., 


36 


LOCOMOTIVE: 

TYPE 2-B=CL 

CLASS HQsl?. No. 


387 


Sheet  No 

Tests  of  a Class  H8sb  Locomotive. 


M.  P.  479-A 

PENNSYLVANIA  RAILROAD  COMPANY 

Philadelphia,  Baltimore  & Washington  Railroad  Company 
Noothern  Central  Railway  Company 
_ West  Jersey  A Seashore  Railroad  Company 

Bulletin 


»1J  1-24  13 
8 RICH 


TEST  DEPARTMENT 


NO....JLQ 

Altoona.  Pa....1-7-.191.^ 


SMOKEBOX  GASES. 


Test 

Test 

[>ura- 

Analysis  of  Smoke  box  Gases 

Calorific 

Peroemt  of 

Temper 

Smoke 

No. 

blon 

Oxygen 

Carbon 

Carbon 

Nitrogen 

Value  of 

Heat  in  Coal 

-ature 

Percei 

Design- 

of 

0 

Monoxide 

Dioxide 

N 

Dry  Coal 

lost  by  pre 

of 

Hinge] 

Pest 

C 0 

C02 

B.t  .u  .per 

-sence  of 

Smoke 

— Tpan’n 

at  ion 

Lllns. 

Percent 

Per  cent 

Percent 

Per  cent 

Pound 

C 0 

Box 

Scale 

253 

254 

255 

256 

248 

207 

3207 

40-20^F 

120 

4.5 

0.0 

11,8 

83.0 

14661 

0.0 

488 

6 

3206 

60-.20-F 

105 

4.24 

0.16 

12.96 

82.64 

14661 

0.67 

480 

10 

3205 

60-20^F 

75 

3 47 

0.1 

13.9 

82.3 

14661 

0.39 

500 

10 

3210 

40-30-F 

120 

4.6 

0.3 

13.2 

81.9 

14661 

1.21 

528 

12 

3201 

80-20-F 

120 

4.9 

0.3 

13.3 

81.5 

14661 

1.21 

564 

14 

3209 

60-30-F 

90 

2.6 

0.28 

14.96 

82.16 

14661 

1.00 

522 

14 

3223 

120^20- F 

120 

0.9 

2.3 

16.5 

80.3 

13843 

7.09 

539 

10 

3227 

60-35-F 

90 

2.1 

0.5 

14.9 

82.4 

13330 

1.93 

548 

14 

3202 

80-30-F 

90 

2.8 

0.7 

14.4 

82.1 

14661 

2.52 

599 

12 

3212 

100-25-F 

120 

1.5 

0.4 

15.7 

82.4 

14661 

0.39 

568 

14 

3228 

170-20-F 

120 

0.5 

0.8 

15.6 

82.2 

13330 

2.95 

563 

14 

3208 

100-25-F 

60 

1.9 

0.5 

13.6 

84.2 

14661 

1.92 

610 

8 

3211 

100^25-F 

30 

1.8 

0.4 

15.2 

82.6 

14661 

1.31 

573 

14 

3204 

80-40-F 

105 

3.3 

0.3 

13.9 

82,4 

14661 

1.17 

626 

18 

3225 

140-2&-F 

90 

0.4 

0.6 

16.4 

82.6 

13330 

2.13 

611 

12 

3203 

80-40-F 

30 

4.2 

0.2 

13.6 

82.0 

14661 

0.75 

645 

20 

3221 

120-30- F 

120 

0.2 

0.8 

16.5 

82.5 

13843 

2.59 

595 

14 

3246 

40-7 5-F 

30 

2.2 

2.0 

14.4 

81.4 

14140 

6.83 

658 

26 

3214 

100-4 0-F 

120 

0.8 

1.0 

15.2 

82.9 

13843 

3.59 

627 

20 

3213 

100-4 0-F 

30 

0.2 

1.4 

15.8 

82.6 

14661 

4.28 

624 

22 

3229 

1 60-30-F 

120 

2.2 

1.2 

15.8 

80.8 

'13330 

4.28 

537 

16 

3218 

140-35-F 

120 

•, 

13843 

634 

34 

3215 

100-45-F 

120 

0.3 

1.5 

15.4 

82.9 

13843 

5.11 

637 

22 

3230 

120-40-F 

120 

3.2 

1.0 

14.5 

81.2 

13330 

. 3.92 

618 

20 

3247 

40-88-F 

15 

2.4 

2.0 

14.0 

81.6 

14140 

6.81 

660 

42 

3238 

80-55-F 

30 

6.5 

2.3 

11.8 

79.4 

13330 

9.84 

645 

30 

3222 

160-35-F 

60 

0.9 

2.3 

16.5 

80.3 

13843 

6.07 

650 

34 

3224 

170-35-F 

60 

0.3 

0.2 

15.8 

83.7 

13330 

0.78 

662 

20 

3242 

60-68-F 

30 

5.2 

1.0 

12.6 

81.2 

14140 

4.14 

655 

36 

3236 

100-50-F 

60 

0.6 

0.7  . 

17.3 

81.4 

13330 

2.35 

646 

24 

3220 

140-4 0-F 

60 

0.3 

1.3 

16.3 

82.1 

13843 

4.30 

634 

26 

3245 

60-7  5-F 

30 

6.2 

1.4 

11.6 

80.8 

14140 

5.83 

670 

42 

3216 

120-50-F 

60 

0.3 

1.3 

15.9 

81.5 

13843 

4.39 

640 

30 

3239 

80-58-F 

60 

5.3 

1.9 

12.3 

80.5 

13330 

8.00 

637 

30 

3237 

100-55-F 

' 60 

0.5 

1.3 

17.1 

81.1 

13330 

4.28 

651 

30 

3235 

160-40-F 

' 60 

0.5 

0.3 

17.3 

79.9 

13330 

1.03 

651 

28 

32]  7 

120-50-F 

^ 45 

0.3 

2.6 

15.5 

81.6 

13843 

8.30 

646 

30 

3244 

60-66-1 

^ 15 

3.6 

2.0 

13.2 

81.2 

14140 

7.45 

673 

44 

3241 

80-63-F 

i*  60 

6.3 

0.5 

12.3 

80.9 

13330 

2.35 

669 

30 

Sheet  No....£ 


P-1157 


Table  VI. 

SMOKEBOX  GASES. 

The  tests  are  arranged  according  to  the  evaporation  rate.  The  loss  duo  to  carbon  monoxide  in  the  gases  was 
small,  due  to  careful  hand-firing  and  the  presence  of  an  arch  in  the  firebox;  the  smoke  density  was  low. 


37 


M.  P.  479-A 

8 

1 10^ 

aci 

4-S8-12 

LOCOMOTIVE: 

Pennsylvania  railroad  Company 

Philadelphia,  Baltimore  & Washinotoh  Railroad  Company 

Northern  Central  Railway  Company 

CLASS  H8sl» 

..  No SB7  - 

West  Jersey  & Seashore  Railroad  Company 

in 

Sheet  No .C-ll.UiQ.. 

k 

Tests  of  a Class  HSsb  Looomotlre^ 

Altoona.  Pa..  1*" 

7-1914 

BVAPOMTIVE  PERPORUAKCE 

Test 

Test 

Dora- 

water  acd  Steam 

Evapoirative 

Performance 

Superheat 

Sqaiv. 

Effioi- 

Ko« 

tion 

Total 

Pounds  of 

Total 

Ecjuiv.Evap. 

in  branch 

Evap, 

onoy 

Designa- 

of 

Lbs.of 

Water 

Water 

Per  Pound 

Pipe 

Lbs, 

Test 

Water 

Evaporated 

Divided  by 

of 

Degrees 

Per 

ox 

tiOQ 

Mins  • 

Evap. 

Per  Hour 

Total  Coal 

Dry  Coal 

Pahr. 

Hour 

Boiler 

264 

340 

347 

230 

344 

350 

3207 

40-20-F 

120 

18678 

9339 

9.55 

12.15 

97,32 

11880 

80,42 

3206 

60-20-P 

106 

21186 

12106 

8.89 

11.41 

100,92 

15523 

75.52 

3205 

60-20-P 

45 

9558 

12744 

8.69 

11.13 

101.20 

16333 

73,67 

3210 

40-30-P 

120 

25991 

12996 

8.86 

11.44 

130,64 

16777 

75.72 

3201 

8(^-20-P 

120 

29247 

14624 

8.01 

10.40 

125.59 

18926 

68,60 

3209 

60-30-F 

90 

24741 

16494 

8.11 

10.46 

130,06 

21260 

69.17 

3223 

120-20-P 

120 

36877 

17939 

8.36 

10.77 

126.77 

23107 

75.51 

3227 

60-^5-P 

90 

28506 

19004 

8.10 

10.43 

134.96 

24459 

75.93 

8202 

60-30-.F 

90 

29654 

19769 

7.94 

10.31 

132,76 

25659 

68.24 

3212 

100-25-F 

120 

40087 

20044 

8.20 

10.72 

154.25 

26193 

70.95 

3228 

170-20-P 

120 

40422 

20211 

6.92 

8.99 

146.70 

26279 

65.45 

3208 

100-26-P 

60 

20767 

20767 

6.49 

11.11 

167,00 

27161 

73,54 

3211 

100-25-P 

30 

10479 

20956 

7,15 

9.31 

157.41 

27286 

61.62 

8204 

80-40-P 

106 

41243 

23667 

7,»9 

9.66 

152,14 

30804 

63.94 

8225 

14C-26-F 

90 

35778 

23852 

7.36 

9.67 

176,34 

31393 

70,40 

3203 

80-40-? 

30 

12108 

24216 

8.26 

10.70 

144,98 

31610 

71,36 

3221 

120-30-F 

120 

49613 

24757 

7.22 

9.41 

166.66 

32282 

65.96 

3246 

4C-75-F 

30 

13133 

26266 

7,48 

9.82 

170,79 

34476 

67.39 

3214 

100-40-P 

120 

52635 

26316 

6.39 

8.40 

176.20 

34609 

58.88 

3213 

100-40-F 

30 

13465 

26910 

6.65 

8.70 

155,46 

36199 

57.58 

8229 

160-30-P 

120 

65730 

27865 

6.76 

8.89 

182,10 

36727 

64,72 

3218 

140-3&-F 

120 

57104 

28552 

5.62 

7.32 

162.70 

37320 

51.31 

3216 

10C-46-P 

120 

67197 

28599 

5.95 

7,83 

179.67 

37630 

64.89 

3230 

100-40-P 

120 

58521 

29261 

6.19 

8.15 

188.46 

36556 

59.33 

3247 

40-88-P 

15 

7441 

29764 

4,97 

6.53 

171,32 

39060 

44,81 

3238 

80-85-P 

30 

14959 

29918 

5,12 

6,73 

179.32 

39339 

48.99 

3222 

160-36-F 

60 

30244 

30244 

5.93 

7.74 

167.47 

39499 

54.26 

3^24 

170-35-F 

60 

30826 

30826 

6.33 

8,33 

185.03 

40681 

60,64 

3242 

60-68-F 

30 

15441 

30082 

5.31 

6,97 

172.90 

40588 

47,83 

3236 

100-50-F 

60 

30959 

30969 

6.32 

8.38 

200.64 

41030 

61.00 

3220 

140-40-P 

60 

31681 

31661 

5,98 

7.83 

168.88 

41610 

54,89 

3245 

60-76-F 

30 

15924 

31846 

4,10 

6.37 

165.71 

41664 

36.85 

3216 

120-50-P 

60 

31621 

31621 

5,48 

7,24 

192,52 

41797 

50.75 

3239 

eO-58-F 

60 

31606 

31606 

6.25 

6.96 

194.64 

41847 

50.67 

3237 

100-55-P 

60 

32556 

32556 

5.57 

7,34 

105,38 

42900 

53,43 

3236 

160-40-F 

60 

32666 

32666 

5.85 

7.71 

193.93 

43086 

56.13 

3217 

120-60-P 

46 

24766 

33021 

5.77 

6.91 

196.48 

43306 

46.44 

3244 

60-86-P 

15 

8444 

33776 

4.97 

6,54 

182.01 

44456 

44,88 

324L 

80-65-F 

2.g26fe.. 

.gas&s 

6.60 

8.00 

210.25 

45256 

64,06 

Sheet 

Table  VII. 

EVAPORATIVE  PERFORMANCE. 

This  locomotive  evaporated  from  9300  to  33,900  pounds  of  water  per  hour,  while  the  equivalent  evaporation 
per  pound  of  dry  coal  ranged  between  12.15  and  5.37  pounds. 


38 


LOCOMOTIVE:  PE 

TYPE_2-.8rr;fi 

CLASS.  HSsb. No.  387 

M.  P.  47e^A  “ 

K 8X10H 

NNSYLVANIA  RAILROAD  COMPANY 

>HILADBLPHIA,  BALTIMORE  ft  WASHINGTON  RAILROAD  COMPANY 

Northern  Central  Railway  Company 

West  Jersey  ft  Seashore  Railroad  Company 

TEST  DEPARTMENT  BulletilNo.  10 

■nmntivp  . Altoona  Pa  1-7-1914 

Sheet  No 

Te  stfl  of  a 

P-1162 

EVAPQRATIOn  HATE, 

BOILHt  AIID  SUPERHEATER. 

Test 

no. 

Test 

Designa- 

tion 

Water 

Evap- 

orated 

Pounds 

Per 

Hour 

Equivalent  Evaporation  from  and  i 

at  212‘>F. 

lb  .per  Hour 

Ratio  of 
Equiv,  Evap 
in  Boiler 
and  Super- 
heater per 
Sq.ft. of  HJS. 

Boiler 

Exclud 

-ing 

Super- 

heater 

Super- 

heater 

Alone 

Boiler 

Includ 

-ing 

Super- 

heater 

Per  sq,ft.( 

of  Heating 

; Surface 

Boiler 

Exclud- 

ing 

Superheater 

Super- 

heater 

Alone 

Boiler 

Includ- 

ing 

Superheater 

340 

344 

345 

3207 

40-20-F 

9339 

11329 

551 

11880 

3.73 

0.681 

3.09 

0.182 

3206 

60-20-F 

12106 

14725 

798 

15523 

4.85 

0.986 

4.04 

0.203 

3205 

60-20-F 

12744 

15.527 

806 

16333 

5.12 

0.996 

4.22 

0,194 

3210 

40-3O-F 

12996 

15773 

1004 

16777 

5.20 

1.241 

4.37 

0.238 

3201 

80-20-F 

14624 

17834 

1092 

18926 

5.55 

1.344 

4.76 

0.242 

3209 

60-30-F 

16494 

19982 

1368 

21250 

5.59 

1.690 

5.53 

0.256 

3223 

120-20-F 

17939 

21763 

1344 

23107 

7.18 

1.661 

6.01 

0.231 

3227 

60-35- P 

19004 

22936 

1523  ■ 

24459 

7.56 

1.882 

6.37 

0.249 

3202 

80-30-P 

19769 

24092 

1567 

25659 

7.95 

1. 93  6 

6.68 

0.243 

3212 

100-2 5-F 

20044 

24399 

1794 

26193 

8.03 

2.217 

6.82 

0,263 

3228 

170-20-F 

20211 

24558 

1721 

26279 

8.09 

2.127 

6.84 

0.262 

3208 

100-25-F 

20757 

25251 

1910 

27161 

8,33 

2.360 

7.07 

0,283 

3211 

100-25-F 

20958 

25366 

1918 

27286 

8.37 

2.370 

7,10 

0.283 

3204 

80-40^F 

23567 

28717 

2087 

30804 

9.47 

2.579 

8.02 

0.272 

3225 

140-25-F 

23852 

28986 

2407 

31393 

9.56 

2.975 

8.17 

0.311 

3203 

80-40-F 

24216 

29565 

2045 

31610 

9.75 

2.527 

8.23 

0.259 

3221 

120-30-P 

24757 

30043 

2239 

32202 

9.91 

2.767 

8.40 

0.279 

3246 

40-7  5-F 

26266 

31910 

2566 

34476 

10.53 

3.171 

8.98 

0.301 

3214 

100-40-F 

26318 

31955 

2654 

34609 

10.54 

3.280 

9.04 

0.311 

3213 

100-40-F 

26910 

32760 

2439 

35199 

10.81 

3.014 

9.19 

0.278 

3229 

1 60-30-F 

27865 

33818 

2909 

36727 

11.16 

3.594 

9.59 

0,322 

3218 

140-3 5-P 

28552 

34659 

2661 

37320 

11.43 

3.289 

9.74 

0,287 

3215 

100-4 5-P 

28599 

34683 

2947 

37630 

11.44 

3.642 

9.81 

0.318 

3230 

120-40-F 

29261 

35448 

3110 

38558 

11.69 

3.844 

10.04 

0.328 

3247 

40-8 8-P 

29764 

36027 

3023 

39050 

11.89 

3.736 

10.17 

0.314 

3238 

80-55-F 

29918 

36261 

3078 

39339 

11.96 

3.804 

10.24 

0.318 

3222 

160-35-P 

30244 

36697 

2802 

39499 

12.11 

3.463 

10.28 

0.285 

3224 

170-35-P 

30626 

37380 

3201 

40581 

12.33 

3.956 

10.57 

0,320 

3242 

60-68-F 

30682 

37545 

3043 

40588 

12.39 

3.761 

10.57 

0,303 

3236 

100-50-F 

30959 

37608 

3422 

41030 

12.41 

4.229 

10.68 

0.340 

3220 

140-40-F 

31681 

38454 

3056 

41510 

12.69 

3.777 

10.81 

0.297 

3245 

60-7 5-F 

31840 

38665 

2999 

41664 

12.76 

3.707 

10.85 

0.290 

3216 

120-50-F 

31621 

38381 

3416 

41797 

12.66 

4.222 

10.88 

0,333 

3239 

80-58-F 

31606 

38394 

3453 

41847 

12.67 

4.268 

10.90 

0.337 

3237 

100-55-F 

32556 

39507 

3393 

42900 

13.03 

4.194 

11.17 

0,321 

3235 

160-40-F 

32666 

39481 

3605 

43086 

13.03 

4.456 

11.22 

0.341 

3217 

120-50-F 

35021 

40043 

3263 

43306 

13.21 

4.033 

11.28 

0.305 

0 314 

3244 

60— 66— F 

33776 

41006 

3450 

44456 

13.53 

4.264 

11,58 

0l363 

3241 

80-63-F 

33956 

41255 

4001 

45256 

13.61 

4,945 

No.-  P^rll^a 

Table  VIII. 

EVAPORATION  RATE,  BOILER  AND  SUPERHEATER. 

The  ratio  of  equivalent  evaporation  in  the  boiler  to  that  in  the  superheater  per  square  foot  of  heating  surface 
increases  from  0.182  to  0.363.  Thus,  it  may  be  assumed  that  27.25  per  cent,  of  the  equivalent  evaporation 
per  square  foot  of  heating  surface  takes  place  in  the  superheater. 


■ ' 


39 

while  for  the  superheater  the  range  is  from  551  to  4001  pounds 
per  hour.  Thus,  for  both  boiler  and  superheater,  the  total  equiva- 
lent evaporation  increases  from  11,880  to  45,256  pounds  per  hour 
as  the  boiler  is  gradually  forced  to  the  maximum  limit. 

57.  The  equivalent  evaporation  per  square  foot  of  heating 
surface  for  boiler  and  superheater  ranges  from  3.09  to  1 1.78  pounds 
per  hour,  which  is  low  for  this  locomotive,  due  to  the  poor  grate 
performance  at  the  high  rates  of  combustion. 

58.  The  ratio  of  equivalent  evaporation  in  the  boiler  to  that 
of  the  superheater  per  square  foot  of  heating  surface  ranges  from 
0.182  to  0.363.  Thus,  we  may  reasonably  assume  by  referring 
to  this  last  column  in  Table  VIII,  that  27.25  per  cent,  of  the  equiva- 
lent evaporation  per  square  foot  of  heating  surface  takes  place  in 
the  superheater,  or  in  other  words,  the  rate  of  heat  transfer  per 
unit  of  superheating  surface  is  27.25  per  cent,  of  that  of  the  boiler 
surface.  The  superheating  surface  in  this  locomotive  is  22.8  per 
cent,  of  the  total  heating  surface  in  the  boiler. 

59.  The  relation  existing  between  the  water  evaporated  in 
pounds  per  hour  and  the  dry  coal  fired  in  pounds  per  hour  is  shown 
in  Fig.  18.  As  the  rate  of  combustion  increases  from  1000  to 
7500  pounds  of  dr>^  coal  fired  per  hour,  the  evaporation  rate  is 
seen  to  increase  gradually  from  9200  to  34,400  pounds  per  hour. 

60.  Fig.  19  shows  the  increase  in  the  rate  of  evaporation  as 
the  draft  is  increased.  This  was  likewise  characteristic  of  the 
combustion  rate  as  shown  in  Fig.  14. 

61.  The  range  of  steam  temperature  in  the  branch  pipe, 
boiler,  and  superheater,  together  with  their  respective  pressures 
at  the  different  rates  of  equivalent  evaporation,  are  given  in  Fig.  20. 
It  is  observed  that  the  superheat  increases  almost  directly  with  the 
evaporation  rate  and  that  the  maximum  superheat  reached  210 
degrees  Fahr.  for  one  test.  The  general  range  of  superheat, 
shown  by  the  curve  varied  between  96  and  196  degrees  Fahr., 
which  is  rather  low. 

62.  When  25,000  pounds  of  water  are  evaporated  per  hour 
the  steam  pressure  starts  to  drop  when  passing  through  the  super- 


40 


LOCOMOTIVE: 
TYPE..  _.2*.8r0 

CLASS  .„H.89!k.  No 

SHEET  . 

Tests  of  a Clt 

PENI 

Pi 

....aa7_ 

iss  HSsb 

MS’^ 

Lqc 

rLVAN 

ILPBU.  Bai. 

Rcnmi 
Wnr  Jm 

T 

omotl 

M.P  s,„j4 

lA  Railroad  Company 

moBS  t WAcnitsToa  Raoboad  CoarAsr 
nr  CninAi.  iUn-WAT  Cobpabt 
■T  A SmAABOBS  Baiuhiad  Cobb  art 

EST  DEPARTMENT  Bulletin  No.  IQ 

Y.O.b — — Altoona.  Pa,.1“7“151^ 

ip 

M 

p;|Mg 

w 

s? 

fMM 

M 

KP 

* 

Hi 

K 

jMjji 

ptol 

11 

i 

ji 

T i M 

Ml 

4:{ 

i 

Si 

[BS 

ll 

SB 

s 

M 

Si 

tojtoj 

Wm 

1 

1 

^St 

if  I 

1 

If 

H 

I 

ig 

:oi: 

1110 

1111 

s 

Ip 

li 

i5n  ±-^ 

1 

s 

M 

11 

s 

I 

1 

111 

111 

1 

ll 

i 

i 

FIffl 

1 

1 

li  ^ 

iim 

1 

ij 

1 

1 

ll 

1 

■ rh  ill: 

^|tJ 

1 

m 

itf  ■ ■ 

inliliyi 

ililfir 

»!•; 

::r! 

aS 

Ip 

PfS 

g 

ijjaiwa 

MM 

gijp 

1 

1 

1 

fin 

1 

:::: 

UM 

1|^ 

lili 

lip 

hIiiiP 

OiIihhOII 

m 

I 

m 

BF 

OTA 

m 

p 

a 

ii 

Si 

tI't  gtr 

B 

SHb 

P 

i 

il 

1 

1 

1 

1 

^p| 

Irp4 

I 

11 

is 

iffij 

III 

1 

1 

If 

1 

s 

ll 

il 

MM 

I 

toto 

to 

iit 

i 

i 

;lto 

Si 

igMn 

tItIt  ki 

ia 

n 

|rf  ^ M 

Br 

:■' 

Ml-  5 

Hi 

■f  Hg 

MM 

toto 

M 

itoto 

iffi 

*1 

T 1 l-ftt- 

i p Sik 

i 

flMi 

liijt 

MM 

K 

if 

to 

w 

top: 

|| 

w 

WWl 

If])  IHT 

r| 

Tfl  j||4  M 

Ifi  k 

■-r  Itp 

Mm? 

to 

!il4  44f4 

toito 

1 

m 

li 

itpl 

i- 

l| 

fSfl 

4r  M fk 

f 

4434. 

to 

ii 

■if  1 

ll 

li 

lij-i  tP 

w 

il 

to 

to 

i 

ii 

s 

tttt 

kf 

Ik 

Sn 

4k 

m 

-l''F 

lui 

Ik 

Pi® 

iiii 

Ip 

1 

ill 

1 

I 

jui 

1 

I 

li 

all 

i iliil 

iB  1 

li 

|i 

m 

MM 

PI 

MM 

il 

ill 

ii 

i 

to 

B 

■k 

m 

to 

-4t 

to 

i 

i 

i 

pto 

1 

gS 

1 

p 

FIT 

1 

1 

1 

Ik 

$ 

lij.; 

iwi 

tiipp 

1 

il 

H 1 ji 

to 

. 1 4^1  1 

m ;tff  r|l' 

1 

f 

®ifi 

IP 

fei  lFH 

mM 

1 

f‘T 

• 

i 

P 

Pi 

top 

fJB 

1 

Fii 

Fii 

tw 

i 

I 

M 

■r 

^Imri  tr  iHT  ^ 

m 

-i-kk 

i 

TTtt  ti 

II 

Mil 

III 

M 

if® 

kl 

i 

i 

1 

:;li| 

H 

i 

ll 

ii 

iin  M' 

fi 

m 

it!" 

to 

to 

Hi 

Hi 

M 

tiii 

1 

m 

1 

•4,f 

i 

1 

ik 

I 

if  Fife 

P.C  -pi 

ill 

il  tFi 

iSi 

to 

‘uV: 

I'ii-y 

M 

Ilk 

to 

ii 

s 

1 

m 

Ilk 

ii!! 

W-i 

1 

MB 

MW 

nil 

nil: 

MTtTrr«rL+|; 

fek 

i 

h . 

m 

itoi 

4# 

1;  M 

m 

miiltj 

fi|i 

tm 

til 

"jg 

i 

li 

1 

i 

tilt 

ll 

to  to 

tjn 

iiU 

tftt 

-‘1+^ 

-di  A 

ff|M 

8 

ifjj 

Trpflii 

- ‘ ,j 

tHi 

ptMnl 

T.  Pi  tlfi 

kkto 

to  to' 

iSto 

1 

1 

i 

i 

ll 

4 4^-  - Ml 

wM 

iMbI 

4‘ 

Pto 

to  in 

toto 

kTii" " 

iSiF 

j'[4 

IT 

!;^} 

to  p§\ 

k.1  fet  i 

-,\V 

Srpjpl 

m 

81 

■Lh  ! Sj  1 ti: 

4 

F ; T-t 

S'' 

i 

# 

-liL 

l-Httkl-i  Ht'  -*-T 

urniikikT 

T 

ii 

ll 

Mm 

ss 

: -4  n ' 

Ip 

F''  {••k 

if 

T* 

4;  tt 

"T  - TT. ;•  •; 

1 r [ -.4  't.r.” 

toft 

ipilii 

ill 

i; 

-H. 

kt 

4 ♦T* 

lii 

bTi:  FTii 

ii 

its 

ptoi 

l'„|  vi 

ill 

1: 

i 

i 

kkrrt 

Pili 

lii 

S| 

lilitflfl 

M 

i 

mm 

I 

PPWW  w 

pill 

[ttirkh-  I3 

Fig.  18. 

COAL  FIRED  AND  WATER  EVAPORATED. 

The’  H8b  saturated  steam  locomotive  evaporates  more  water  per  thousand  pounds  of  coal  burned  than  the 
H8sb  superheated  steam  locomotive.  This  is  on  account  of  the  former  having 
a greater  water  heating  surface. 


41 


Fig.  19. 

DRAFT  AND  EQUIVALENT  EVAPORATION  PER  SQUARE  FOOT  OF  HEATING  SURFACE. 
This  diagram  shows  the  increase  in  the  rate  of  evaporation  as  the  draft  is  increased. 


42 


LOCOMOTIVE: 
TYPE_....8-0.r.iO 
CLASS  . SB  NO. 


PENNSYLVANIA  RAILROAD  COMPANY 

PHILAPaUHlA,  BM.TniOBS  A WAIBIHeTOW  IUlLaO.^D  ColtPAMT 
— — NoBTHimH  Cutnui.  RaILWAT  COXPAHT 

WuT  JnaiT  A Bbacbou  Bailboao  Coxtamt 


SHEET  


TEST  DEPARTMENT 


Bulletin  No..„.  IQ 
. Altoona,  PA....„lrrj?bl?14 


Fig.  20. 

TEMPERATURE  AND  PRESSURE  OF  STEAM  WITH  A DROP  IN  PRESSURE  BETWEEN 
BOILER  AND  CYLINDERS. 

The  superheat  increases  almost  directly  with  the  evaporation  rate.  The  steam  when  passing  through  the 
superheater  units  has  a practically  constant  pressure,  until  the  rate  of  evaporation  exceeds  25,000  pounds  of 
water  per  hour.  There  i$  a gradual  loss  in  pressure  at  the  higher  rates,  amounting  to  14  pounds  at  the  highest 
rate  of  evaporation. 


43 


heater  units,  and  at  the  highest  rate  of  evaporation  this  pressure 
loss  amounts  to  about  14  pounds. 

Equivalent  Evaporation. 

63.  The  equivalent  evaporation  per  pound  of  dry  coal  and  the 
amount  of  dry  coal  fired  per  hour  are  shown  in  Fig.  21 . The  curve 
is  a straight  line  which  may  be  expressed  by  the  equation 
E=12.8 — (0.053)  C,  where  “C”  is  the  dry  coal  fired  per  hour,  in 
pounds  per  square  foot  of  grate. 

64.  It  is  seen  that  the  equivalent  evaporation  per  pound  of 
dry  coal  decreases  from  12  to  5.3  pounds  as  the  rate  of  combustion 
is  increased  from  17  to  140  pounds  of  dry  coal  per  square  foot  of 
grate  per  hour. 

65.  As  between  the  H8b  saturated  and  H8sb  superheated 
steam  locomotive.  Fig.  21  shows  the  evaporations  to  be  equal  for 
a rate  of  combustion  of  about  55  pounds  of  coal  per  square  foot 
of  grate  per  hour,  but  when  this  rate  is  increased  to  140  pounds 
the  evaporation  of  the  saturated  steam  locomotive  is  in  excess  of 
that  of  the  superheater  by  about  seven  per  cent.,  this  excess 
diminishing  as  the  rate  of  combustion  is  decreased. 

66.  When  the  combustion  rate  drops  below  55  pounds,  the 
evaporation  falls  below  that  obtained  from  the  superheated  steam 
locomotive. 

67.  The  fact  that  the  H8b  saturated  steam  locomotive  has  a 
larger  evaporating  surface  than  the  H8sb  boiler  accounts  for  this 
increase  in  the  evaporation  per  pound  of  coal. 

68.  The  performance  of  the  two  boilers  at  equal  rates  of  evap- 
oration is  shown  in  Fig.  22.  The  better  performance  of  the  sat- 
urated steam  boiler  is  again  demonstrated  from  this  evaporative 
standpoint-  When  the  equivalent  evaporation  per  square  foot  of 
heating  surface  is  9 pounds  per  hour,  the  increase  in  the  equiva- 
lent evaporation  in  pounds  of  water  per  pound  of  dry  coal  obtained 
from  the  saturated  steam  boiler  is  16  per  cent. ; above  that  and 
on  toward  higher  rates  the  curves  parallel  each  other,  and  the 
decrease  in  the  rates  of  evaporation  is  practically  constant. 

69.  Table  IX  gives  the  equivalent  evaporation  per  square 
foot  of  grate  surface  per  hour  and  per  square  foot  of  heating 
surface  per  hour,  in  addition  to  the  total  boiler  horse-power 
developed,  the  boiler  horse-power  per  square  foot  of  heating- 
surface,  per  square  foot  of  grate  surface  and  the  efficiency  of  the 
boiler. 


44 


LOCOMOTIVE : 
TYPE„..8rQ-Q. 

CL>ss  N0..5B7. 


PENNSYLVANIA  RAILROAD  COMPANY 


SHEET  No 

TeatE.  ..of . GXaaB  Hfifil} ..  LocDinotl^^^^^ 


NoBTEEBa  CbBTBAI.  RAn.WAT  COBPAHT 
Wbet  Jbbsbt  k,  Sbabhobb  Rahjeoad  Cokpabt 


TEST  DEPARTMENT 


Bulletin  No 10  __ 

. . Altoona,  PJi._lrrTr4.?.lL^ 


Fig.  21. 

DRY  COAL  FIRED  AND  EQUIVALENT  EVAPORATION  PER  POUND  DRY  COAL. 

The  equivalent  evaporation  per  pound  of  dry  coal  for  the  H8b  saturated  steam  locomotive  exceeds  that 
obtained  from  the  H8sb  superheated  steam  locomotive  by  approximately  7 per  cent,  when  the  combustion 
rate  is  140  pounds  of  dry  coal  per  square  foot  of  grate  per  hour. 


45 


M.  P.  47BC 

8 z llH 

LOCOMOTIVE : 

PENNSYLVANIA  RAILROAD  COMPANY 

3 

type.._2-.8*P 
cukss  ..H8  — 

NoBTmiBM  Ciantu.  Raelwat  Cohtaiit 

NO. .V.VX  W«»T  Jbbut  a Sbaibou  BAn.BOAi>  Co»avt 

SHEET  No._ 

TEST  DEPARTMENT 

1^0.  XU 

Tssts  of  a Claes  ESsb  Locomotive. 

Altoona. 

Pa. 

1-7-1914 

'[WtJf: 

Mi 

fi 

l!i  : 

■44  -If  ' • 

11 

ii| 

T-f+-3 

il 

;|:  31: . 

j 

m 

411 

ii 

m 

1 

ii3f 

if#- 

ill 

M 

4#: 

'W 

IS- 

iw 

P 

1 

mi 

lip 

|i 

11 

Ip 

1 

IS 

+ 

f" 

f -i 

1 3 

m 

i3;j 

|j 

1 

if 

ii 

j8| 

Hi 

III 

SIM 

1 

I! 

'mTHF 

Ii 

jiij.  IjiI' 

MS 

lit 

III 

jll 

#i 

lllll 

Si  ill; 

liif 

Sfi 

iw 

IWP 

iiH 

S 

is 

1 

ips 

ii 

i 

w 

1 

iHl 

1 

i 

1 

li 

1 

1 

I 

ii 

.iiMii 

iffi 

is 

fi 

SliW 

L-itrhiiiSi 

iil'i, 

p- 

t 

ii 

M it 

rt|im 

1 

m 

il 

t 

pfill 

ii.:; 

1 

Si 

±i 

i 

Ii 

m 

tSiSjtte 

tiEiiIilii 

il 

n 

i 

-3E 

Bii 

r I'Vf  1 

BrSl 

’.3  4 If 

i 

® ijTr : f 

liifi 

ssl 

ill 

Ill 

1S4 

1 

li 

lill 

nMi: 

Mi 

nf  33 

w 

fijhiSHt 

SiB 

■ p 

ill: 

1 

s 

WWW 

SUB 

il 

i+iHir 

} V lil 

s 

p] 

:l| 

1 111' 

ifi 

:'|;p|'lK434 

■f . 

it: 

ip; 

MM 

||i 

Hii 

MM 

iii|S 

i- 

pjp 

III 

ii 

'MS 

{f  .t  ■ 

X^J.- 

PiTftm  ! 

! 

1 a-'fl  i; 

lltl  ^ ' e 

m 

4 ^ 

; 4 

lip 

3 

all  3334 

MS-- 

il±±i 

S+w 

-MM 

iil 

1 1 1| ' ^ts 

Ii?'* 

: ; i : ■ ; :X  : 

MM 

n If 

■ ' ' Ihi 

’ ± : M : Jiif  - .t!' 

: : . |"r 

t ■ 

i| 

Fif '>« 

Pi 

PirtPtT 

J4  + 

-i-’J  j: 

iSaJsll 

SiB; 

1 1 

mi 

# 

Mi 

si 

11  li! 

feil 

iiiP 

S 

i 

r pi3t-3 

fe 

il  ttt'-S-tt 

til; 

nil 

lilt 

s 

i tpi  m-. 

li 

*S5tti 

■-»■  T-pTiP^S  lui: 

SSwi 

■M 

i 

g y t ; 

11 

Sil 

4s|SSS 

;4 

1 

bS 

ill 

Tp+fjp 

-rR^nrT-- 

M 

i -H  fTtU 

Bi 

J3 

iB] 

St  -i 

::;|i 

w 

H|1 

fMiB 

Firi  u 

Mi 

■f  ^ ‘ ' 

ItiiffP- 

1:3 

13 

Rt]  g : 

■■:3 

5+  H 

■335?^ 

liHtl^tlttttr  * 

LlTTltF 

tilt 

[:  3 lilt  W 1 

f III 

m 

Mj  + 

: 5ul  m. . .1 

MB- 

iM 

■fi- 

li  IS 

ij 

B T . \ 

r 

fiiii 

Mft 

tif 

11 

ll 

1 ±u 

W 

i' 

iSSSi 

Fig.  22. 

EQUIVALENT  EVAPORATION  AND  EVAPORATION  PER  SQUARE  FOOT  OF  HEATING  SURFACE. 
The  better  performance  of  the  saturated  steam  boiler  from  an  evaporative  standpoint,  due  to  its  larger 
evaporating  surface,  is  again  shown. 


46 


70.  The  equivalent  evaporation  per  square  foot  of  grate 
surface  per  hour  ranged  between  214.67  and  817.78  pounds. 
Based  on  the  heating  surface  the  equivalent  evaporation  ranged 
between  3.36  and  12.80  pounds. 

71.  The  boiler  horse-power  increased  from  344.3  to  1311.8, 
and  its  efficiency  decreased  from  80.42  to  36.85  per  cent.  It  may 
be  observed  that  Test  No.  3241,  having  a greater  boiler  horse- 
power and  equivalent  evaporation  per  square  foot  of  heating 
surface  per  hour  than  Test  No.  3244,  also  has  an  efficiency  of  64.06 
per  cent,  or  nearly  20  per  cent,  greater  than  the  boiler  efficiency 
obtained  from  Test  No.  3244. 

72.  The  coal  used  in  the  two  tests  was  obtained  from  different 
cars,  and  an  analysis  showed  the  heating  value  of  the  coal  used  in 
Test  No.  3241  to  approximate  13,330  B.t.u.  per  pound  of  dry 
coal,  while  that  in  Test  No.  3244  gave  14,140  B.t.u. 

Boiler  Efficiency. 

73.  As  the  rate  of  firing  is  increased  the  decrease  in  the  boiler 
efficiency  is  graphically  shown  by  a straight  line  in  Fig.  23.  The 
relation  thus  existing  between  the  boiler  efficiency  and  the  com- 
bustion rate  in  pounds  of  dry  coal  fired  per  square  foot  of  grate 
per  hour  may  be  expressed  by  an  equation,  E=  87— (0.35)  C, 
where  “C”  is  the  pounds  of  dry  coal  fired  per  hour  per  square 
foot  of  grate. 

74.  On  this  diagram  is  shown  a cur^^e  or  straight  line  for  the 
H8b  saturated  locomotive  boiler.  A comparison  between  the 

^superheated  steam  boiler  and  saturated  steam  boiler  shows  the 
efficiency  for  the  latter  to  exceed  that  of  the  former  at  corre- 
sponding rates  of  combustion  by  10  per  cent.  The  only  difference 
existing  between  the  two  locomotive  boilers  is  that  the  H8sb  boiler 
has  a Schmidt  type  fire-tube  superheater. 

75.  Fig.  24  illustrates  the  relation  as  shown  by  a curve, 
between  the  boiler  efficiency  and  the  total  water  evaporated 
expressed  in  pounds  per  hour. 

76.  Comparing  this  curve  with  the  one  immediately  above, 
representing  the  H8b  saturated  steam  boiler,  it  is  observed  that 
the  efficiency  of  the  superheated  steam  boiler  is  less  and  drops  off 
more  rapidly  as  the  evaporation  rate  increases. 

77.  The  same  fact  in  Fig.  24  is  again  presented  by  Fig.  25, 
in  which  the  basis  is  the  rate  of  equivalent  evaporation  in  pounds 


47 


M.  P.  479-A 

LOCOMOTIVE  PENNSYLVANIA  RAILROAD  COMPANY 

M on  PHitAOSLMnA,  Baitimobb  ft  Wasminotom  Karkoao  Coapamt 

TYPC....^H.nU — NoaTHiM)  Cmttral  Railwav  Coapaht 

CLASS...£[8.6.I^. Mr*  367  _ Wmt  Jimby  ft  Siashobb  Railroad  Coapabt 

■ — TEarr  department 

Sheet  No..-i&rllS7— 

Teste  of  a Claee  H6ab  LocorootiTe, 


asu  \-u  M 

SB10H 


Bal''3tln  NO IJDL- 


. Altoona.  Pa...1»7-.1914 


BOILER  PCWER 


Test 

No. 

Teat 

Desigjsa- 

tl(m 

Dura- 

tion 

of 

Teat 

Ulna. 

SquIt*  Evap  .Pounds 

Boiler  Horse  Power 

Efficiency 

of 

Boiler 

Per  sq.ft, 
of 

Grate 

Per  Hour 

Per  sq.ft, 
of  Heating 
Surface 

Per  Hour 

Total 

Per  sq.ft, 
of  Heat- 
ing 

Surface 

Per  sq.ft, 
of 

Grate 

Surface 

345 

349 

350 

3207 

40-20-F 

120 

214.67 

3,36 

344.3 

f 

0.097 

6.22 

80.42 

3206 

60-20-P 

105 

260.50 

4,39 

449.9 

0.127 

8.13 

75.52 

3205 

60-20-P 

75 

295.13 

4.62 

473.4 

0,134 

8,55 

73,67 

3210 

40-30-P 

120 

303,16 

4,74 

466.3 

0.138 

8.79 

75,72 

3201 

80-20-P 

120 

341.99 

5.40 

548,6 

0,156 

9.91 

68,60 

3209 

60-30-P 

90 

363.99 

6.01 

616,9 

0,174  ! 

11.13 

69,17 

3223 

120-20-7 

120 

417.54 

6.53 

669.8 

0.189 

11.21 

75,51 

3227 

60-3B-P 

90 

441.97 

6,92 

709,0 

0.201 

12,01 

75.93 

3202 

80-30-7 

90 

463,66 

7.26 

743,7 

0.210 

13,44 

68.24 

3212 

100-26-7 

120 

473.31 

7,41 

759.2 

0,215 

13,72 

70,96 

3226 

170-20-7 

120 

474.86 

7.43 

761,7 

0.216 

13.76 

85.46 

3208 

100-26-7 

60 

490.89 

7.68 

787.3 

0,222 

14.22 

73.54 

3211 

100-25-7 

30 

493.06 

7.72 

790,9 

0.224 

14.27 

61.62 

3204 

80-40-7 

106 

556.63 

8,71 

892.9 

0.252 

16.13 

63,94 

3226 

140-25-7 

90 

667.28 

8.88 

909.9 

0.257 

14.44 

70.40 

3203 

80-40-7 

30 

571,19 

8.94 

916.2 

0.259 

16.56 

71.35 

3221 

120-30-7 

120 

583.34 

9.13 

935.7 

0.264 

16,91 

65.96 

3246 

40-75-7 

30 

622,80 

9.75 

999.3 

0,282 

18,06  ' 

67,39 

3214 

lOO-tO-7 

120 

625.36 

9,79 

1003.2 

0.284 

18,13 

58.88 

3213 

100-40-7 

30 

636.06 

9,95 

1020.3 

0.289 

18,44 

57,68 

3229 

160-30-7 

120 

663.66 

10.36 

1064.6 

0,301 

19,43 

64,72 

3218 

140-36-7 

120 

674.37 

10.55 

1081,7 

0.306 

19,55 

51.31 

3215 

100-45-7 

120 

679.98 

10,64 

1090,7 

0.306 

19,71 

54.89 

3230 

120-40-7 

120 

696.74 

10.90 

1117,6 

0.311 

20,19 

59.33 

3247 

40-88-7 

16 

703,85 

11.04 

1131.9 

0.320 

20,45 

44.81 

3236 

80-55-7 

30 

710,86 

11.12 

1140.3 

0.322 

20.61 

48.99 

3222 

160-36-7 

60 

711.95 

11,17 

1144.9 

0.323 

20.69 

54,26 

3224 

170-36-7 

60 

733.30 

11,47 

1176.5 

0.333 

21.26 

60,64 

3242 

60-68-7 

30 

753.45 

11.46 

1176.5 

0.333 

21.26 

47.83 

3236 

100-50-7 

60 

741.41 

11,60 

1189.3 

0,336 

21.49 

61.00 

3220 

140-40-7 

60 

760.09 

11,74 

1203.2 

0.340 

21,74 

54,89 

3246 

66-75-7 

30 

762,87 

11.78 

1207,7 

0.341 

21.82 

36,86 

3216 

120-60-7 

60 

765.28 

11,62 

1211.5 

0,343 

21.89 

60.76 

3239 

80-68-7 

60 

756,18 

11.83 

1213,0 

0,343 

21.92 

60,67 

3237 

100-56-7 

60 

775.21 

12,13 

1243,5 

0.352 

22.47 

53,43 

3235 

166-46-7 

60 

778.67 

12.18 

1248.9 

0,353 

22.57 

56,13 

3217 

120-56-7 

45 

782,54 

12,26 

1255.2 

0,355 

22,68 

46,44 

3244 

60-86-7 

15 

803.32 

12.67 

1288.6 

0.364 

23,29 

44,88 

3241 

80-63-7 

60 

817.78 

12,80 

1311,8 

0.379 

23.71 

64.06 

NO... 


Table  IX. 

BOILER  POWER. 

The  boiler  horse-power  increased  from  344.3  to  1311.8  and  the  efficiency  decreased  from 
80.42  to  36.85  per  cent. 


48 


M.  P.  4rac 

LOCOMOTIVE;  PENNSYLVANIA  RAILROAD  COMPANY 

0 PaiLADBjjBiA,  B^naon  * Wasuistoit  HAnjtnio  Cuju>akt 

<XQ»»  N0«T«UIH  C«»T»AJ.  lUlLWiT  Co*l-*ICT 

CLASS..— No .V.sT.  WwT  JnaxT  A Skacbou  Baojuad  CoMPAitT 

TEST  DEPARTMENT  Bulletin 

« « OK 

M.U-U 

NO  . . IP 

6H 

're 

EET  h 

eta 

0.-.J 

I.J 

[il 

m 

a 

08 

8... 

Wi 

H£ 

I8l 

fW 

L.J 

Lqc 

M 

iSSl 

OiQ 

- 

— 

— 

-A 

,LTI 

POI 

NA, 

PA 

Ljpji 

Mr 

4 

H 

I'f 

ill 

,;f 

P 

-rkv 

i 

'T 

pk 

;-fj 

P 

f 

I 

i 

U::; 

11 

ii 

II 

ll«: 

11 

[ill 

Hi! 

e::: 

p pll  ll; 

pr- 

- U 
4-. 

■^rt 

ThI' 

4 

4 

i 

I 

KJ 
1^1 j' 

1 

14 

W 

!1- 

•fiH 

i 

i 

1 

1 

ii 

II 

WM 

ii 

1 

III 

ill 

:::: 

e:::: 

>:::: 

::::: 

1 

i 

l||l:|p4: 

i ’I"  * 

ij.  _ 

1 

-T/ 

4 

^11} 

^1’ 

S 

1 

.-f+t 

•hfs 

ip 

ttb 

.fhr 

M 

pi 

1 

1 

il 

IjZ 

ii 

W 

1 

in 

W 

iSj 

il 

its: 

m 

|i[||jb*i 

4-:^ 

1 

m 

I 1 

irk 

Hr 

fit 

1lp 

i'i  it 

Jljj: 

i 

i 

i 

If  ffl 

||m 

HF* 

i 

Zlflj  II  l|  ■ 

J,  . 

’4 

i 

1 

if 

lli 

% 

fir 

A 

it* 

1 

i 

il 

If 

HI 

1 

BfiWI  1 |i'  ■ 

4111 

i 

4r 

1 

Vt 

tv 

% 

1 

d 

1 

i 

'-ir! 

i-l-H 

4 

|4 

1 

Tijt 

W 

i 

till 

ifr 

1 

d 

li 

iitt 

i 

:d 

’A' 

ii 

Affi 

iJ,'  Iirr 

ifiiz 

b4}pl 

II 

fl 

I 

i 

I 

1:1 

'•r:' 

TTf 

& 

1^ 

rt't 

4III 

( I'!  1 

i;ii4 

ii 

it 

fit 

ffi 

ijl  f ' ] :■  1 'l|  1 : 

r\  - 

is 

~ 

S 

4' 

1 

£> 

f. 

S3 

T 

vh' 

i 

g 

kt 

® 

i 

1 

w 

tH+I 

IZ 

>!!i  ^ 

<+rr7-r 

I ii 

lg 

il 

1 

f 

flli 

1 

Ii 

' 1 .. 

-1— 

6j.  ' 

— 

rr' 

K 

4 

-L- 

T 

.j 

er 

• 'ii 

is 

6 

•!.' 

k 

1° 

1 ■ 

1 

%. 

k 

L: 

"^■1 

Si 

S 

TTj 

Tr4 

1 

% 

A 

i 

..j 

Ii 

ii 

lil 

Si 

|l 

ASii 

1 

St 

I 

ifi 

'k 

: ll- 

1 

tiff 

z 

ifi 

■1 

i;l;l 

iii'll 

t 

I •* 

•..J 

■ i 

kH 

{1 

-r 

■ ' Ki 

J 

i 

ii 

m 

li!'.  ■]  . 

,11 

Jl  ! Ijz 

1 

s 

"*il 

t-',- 

4!l 

trr 

.4. 

i-' 

diiliZlii 

w 

c 

|1.  . 

P:-- 

rfl 

.•  i' 

4 

Z 

Z 

E. 

P 

ITT  4 

tri  * ■tTrj 

r rt  ■'■  i'rE 

t-tT 

i 

iij; 

i 

._4 

..4.- 

1 _L_ 

[“ 

i- 

j 

-4.- 

i 

■di'4 

-.1 

z 

Z 

i!!:  -A' 

r^s 

bfi 

iZ- 

< 

J' 

m 

i>; 

— " ’TT'  . tr.  Tp  -lit: 

M-Zm 

I ^ 

— 1— - 

■ i- 

._i4_ 

f 

4 

'iz 

bpi 

z 

A 

Si 

.ZSj 

M 

k 

'tTM 

kii 

V 

i*r 

U-, 

iliiiiilSil 

w 

..il 
■ 1 

V -1 

*: 

...  4.. 

1 

n 

.,.l 

d~ 

l • 

1^ 

i ■ 

•i  - 

•fi- 

Zv 

1 

; +i'>'i  : jv; 

s 

't? 

S 

jJ/. 

ififiJizzi 

t"  tlitttl'i  ik  M idi  ■::: 

ll- 

r 

L 

u 

;Tr 

d 

r 

1 

r. 

t-. 

; 1 

ll 

::;.  '..J 

,^.;  j::: 

f ' ' 

J 1 

P !:,i|;i!!|li  ::4' 

-i- 

H 

L 

# 

s: 

y 

r- 

IJ: 

- 

■ ! 

... .. 

—-L 

lZ 

dii.j 

[1  r'.k  ■ 

_d  i-^ZiZ.  Zk 

1 

- 

L«.l 

! .. 

Hi 

U- 

i 4.  ’ 

4--. 

; . 1 1 

r 

1 

Z-.-' 

-— . 4.. 

i '' 

!*'■ 

r ' 

■1  t;-:'.;{;- 

-| 

--P 

— i — 

ziz 

.... 

L' 

Tl 

r 

k 

i 

4- 

r ! 

rT^.i- 

1 ' fi  ' 

“7M~ 

■ ' j •'  U.-l; 

' ' .!  . ! d 

j 

.•1 



,1  1 

■ ' 1 

M ^ I- 

.i 1 

l ■: 

4 

j 

...'il. 

. I 

T" 

1 F..f.4:t 

I.!'  -.  i .■ 

.'.  \P 

-""Z  k,' 

_ AA 

- j '"' 

— t •— 

i 1:  ] • ■ t;  ■ • 

.1 . i 

.L  . 1 

<CW 

4 

._  j.  . 

“■H" 

' fi  ■ 

4 ' p'f  .•!■■■■ 

■ ! 1 • 

1 • 

rjr  , 

.;4J 

h 

•» 

k : 

.!  ^ 

o’ 

J r ■ 

“t*  •■] 

i 

OT^ 

• irri  t 

“Tip(y  ' iii  o 

Z'a 

'.  i 4'.' 
lOiti 

-rti 

■":  ! 1 1 ■ idj 
ItPi  j r . 'di'j 

LfF 

Ji^y|  (^i 

;.l.  l;  ' 

i*:r 

[Rim 

vsm 

3 •po:s4;uiiB|E' 

^ < 

)?j;G; 

Fig.  23. 

EFFICIENCY  OF  BOILER  AND  RATE  OF  FIRING. 

The  boiler  efficiency  of  the  H8b  saturated  steam  locomotive  exceeds  that  of  the  H8sb  superheated  steam 
locomotive  by  10  per  cent,  at  corresponding  rates  of  combustion. 


49 


per  square  foot  of  grate  per  hour,  instead  of  actual  total  evapora- 
tion per  hour;  the  difference  between  the  two  figures  being  practi- 
cally one  of  scale  only. 

Steam  Passages. 

78.  The  steam  passages  from  the  boiler  to  the  exhaust  nozzle 
are  important  in  the  design  of  a superheated  steam  locomotive. 
The  superheater  elements  offer  a considerable  resistance  to  the 
flow  of  the  steam  and  produce  a drop  in  pressure  between  the 
boiler  and  branch  pipe. 

79.  Fig.  26  is  given  to  show  in  a graphical  way  the  areas  of 
these  passages  at  points  where  restrictions  occur.  The  area  of 
the  passage  is  shown  by  the  solid  portion,  the  velocity  by  the 
cross-hatched  space,  and  the  pressure  is  indicated  by  the  open 
space. 

80.  The  velocity  of  the  steam  flow  for  each  of  the  several 
passages  at  their  points  of  greatest  restriction  was  computed  from 
data  obtained  from  Test  No.  3241,  or  the  one  having  the  maximum 
rate  of  evaporation,  namely  33,955  pounds  of  water  per  hour. 
There  being  no  unusually  small  passages,  the  steam  velocity  does 
not  exceed  6000  feet  per  minute. 

81.  The  average  boiler  pressure  obtained  during  this  test 
No.  3241  was  204.7  pounds.  The  duration  of  test  was  one  hour. 

82.  The  pressure  in  the  superheater  header,  saturated  side, 
was  203  pounds.  At  the  return  bend,  or  the  middle  of  the  super- 
heater length,  the  pressure  was  200.7  pounds,  and  the  final  press- 
ure obtained  in  the  branch  pipe  was  195.9  pounds.  The  drop  in 
pressure  thus  obtained  at  the  maximum  steam  flow  was  8.8 
pounds,  or  4.3  per  cent.,  of  the  boiler  pressure. 

BoIeer  Tube  Temperature. 

83.  Temperatures,  for  each  foot  of  length,  within  the  boiler 
tubes  and  superheater  flues  were  taken  during  this  series  of  tests. 
As  described  in  Bulletin  21,  these  temperatures  were  obtained  with 
a long  thermo-couple  which  could  be  inserted  in  the  tube  or  flue 
to  any  desired  point. 

84.  The  temperatures  obtained  are  presented  on  Figs.  27 
to  32,  inclusive.  On  these  diagrams  are  also  given  the  firebox 
and  smokebox  temperatures  taken  at  the  same  time.  All  tem- 
peratures are  given  in  degrees  Fahrenheit. 

85.  The  firebox  temperatures  range  between  1920  and  2400 
degrees  and  the  temperatures  at  the  tube  ends  range  between 


50 


Comparing  the  boiler  efTtciencies  of  the  saturated  steam  and  superheater  boilers,  the  efficiency  of  the 
H8sb  superheater  boiler  is  lower  and  drops  off  more  rapidly  as  the  rate  of  evaporation  iru:reases. 


51 


M.  P.  479  C 8 I lOM 

10-15-13 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

PRii.ADBum8.  BiU.TniOBi  it  Washuistoii  Raiuroad  CoMPAirr 
'2e'7  Nobtbibb  Cbbtkai,  Raii.wat  Coupabt 

CLASS  No....xhJ. W»T  Jbukt  a Sbaihobb  Railboad  Cohpabt 

^ TEST  DEPARTMENT  Balletln  NO.  XO 

SHEET  No.._^rXX7CL 

Tefltfi  0^  fL-ClaBS  E8.bI)  L.oaoniotlye , altoona  pa  1-7-1914 

ffl 

JTtE 

ifiil 

I i ll 

MS 

jjfif 

p]]]  ■ ; : 

I 

itjnt 

nit 

P 

JP  :.l 

B 

ill 

PS 

fit  iii 

|W 

fi 

H 

Bpi 

SIf 

k ifft  ■ Jto  TSfi+fftrRSfflf 

lillis 

i kF  M litll  1 

PiiiilIB 

iSlB 

(H 

I 

M 

1 

m 

SfpP 

Ii 

ilfii 

SwBI 

fR 

1 

Pllm  1 iIh  m l 

TM 

iMl 

WlilB 

ft 

m 

1 

■1 

tj# 

II'h  i i!  . 

fp|g:: 

IS 

III 

fa  1 il  i j 

j.j  till 

PMIU 

'iijMmiul  18 

lii 

lli 

Irll 

1 Ui.  1 

I 

H; 

nP 

1111 

jFin 

'■ji| 

itt 

jjtt 

M 

il  l: 

M'll  f 1 

I 

8k- il 

1 

i|  ! 1 T 

jm 

lEiir 

lip* 

R 1 J IRI  t 

|][niJI'-i  ■ 

iiTikli 

i 

Ik 

jti 

iSritl! 

MiilfflS.i 

if 

w 

i 

iiJti 

;|M  r f 

1 

1 1 HUi 

Pk 

Ip* 

iiBi' 

is 

Ilf 

E 

Hiiii 

B 

Htj: 

1 

ii||i 

ik^ii  jiqM-  i M 

j lit 

P-P 

jii , 

mm 

iiliillitii 

ft 

ft 

uOlilli  i ini’  iiliillL 

ittifj  MM  Tffll 

ijf 

EllilLi'i' 

SB 

ii 

pi 

MRlkiJipnYY-R 

W 1 jra 

s 

p 

im 

I il 

m 

il 

i\  lipP; 
ijttmrpf 

iSif 

1 

jJi 

[i;iill:l 

jrt 

r 

II 

1 

iStjri  l+^wrirtt] 

K f 11*  i 

W ■ WH 

'W 

I 

1 

i 

ii'n!* 

1 

HI  i'ir'iTil 

lil! 

m+UiH4 

ill 

m 

lipi 

ii 

jj 

If 

II 

■llil 

lift 

I 

I ' *■  [■'!  il! 

P P lliliiklif 

1 M r:;H  fTT  jl.j  1 

iffli  ' Illi'SV  ' ' 1 

II 

P 

1 

Eiifk 

4S|lLiili 

lIM 

ill 

ipil 

itli  tiiiliiiL 

Ii 

Hi' 

t 

1 

liiijYl 

11 

1 

! 

ft 

hR 

I 

E 

fiotteip: 

if 

If 

t 1l 

pi 

puj 

p 

8 i 
trill 

lii 

it  'Iniltji  rrT;  K+T 
ii  iliik-  11;  liM 

jjljtiii! 

il 

Pktiii  til 

MlipiiH 

I'-lil  liii  ;!il^ 
IMiil  iM  !i:i|  1 

ifilHk' 

ij 

ilj! 

1 

ill] 

P 

j'l 

iiil 

|j  | liil  ■;;] 

Ml' 

|ri]i 

iilillln 
11  i'Mti  h 

'i  .-M  '':  ii 

S’'"! 

-■--kP 

v|i|i 

t 'il  ■ ■- 

'!  ji-M 

Ift 

sir 

ill 

j r 

lil 

1 

v)i. 

I'i  ’ ‘.I "-I  'jji 

|!t|jitl||i!t  1 

A.  J.I  rt  JJ  L 1 - 1 lA  _LIj  I ; . ! 

Im  -1 

m 

L 

i 

‘i  i'-*- 

;1.'  IM 

'Um 

, ' ' 

ilM 

lip 

■ , 

|t  Tjj.  ' , . *Fvr  r.-’:p-T7rnr^ 

1' 

Hii 

iHi 

ilk 

rlr  -M 

.'TIJ 

^Ll 

7^  ijt;' 

'1- 

■ " 'I- 

■k 

1 

■ 1'  ■ 
_L  . 

..  I .(  , 1 

! A ' 

>h 

[11;  t'.' 

‘r'i'gbol  14- 

■ ■ kt'  [;■ 

■■■MiSOi)  r 

y-f ; 

■/0' 

i opoHiH 

fK]T,T  tniFTr 
.|l||i!||||i||j||i, 

^^OEDS 

sqU 

*j>|OT|  c 

It  |web|  p 

Fig.  25. 

EFFICIENCY  OF  BOILER  AND  EQUIVALENT  EVAPORATION  PER  SQUARE  .FOOT  OF 
GRATE  PER  HOUR. 

This  diagram  shows  the  same  characteristics  as  Fig.  24. 


52 


M.  P.  C 

PENNSYLVANIA  RAILROAD  COMPANY 

Phii^slfbu,  Baltiborb  a vrAsanoTOM  IUilboao  Coih-jjit 
NuBTBUtM  CaaTBAl.  Raai^wat  Cobpabt 
W«ST  JsBAPr  & 8■A^a^■•»«  RAn-ROAO  Compamt 


Bulletin  No 10 

Altoona.  Pa.  1-7—1914 


Fig.  26. 

AREA  OF  STEAM  PASSAGES. 

This  is  a graphical  representation  of  the  restricted  areas  in  the  steam  passages  from  the  boiler  to  the 
exhaust  nozzle.  The  area  of  the  passage  is  shown  by  the  black  portion,  the  velocity  of  the  steam  by  the  cross- 
hatched  space,  and  the  steam  pressure  by  the  open  space. 


53 


1320  and  2060  degrees.  From  the  time  the  gases  enter  the  tubes 
or  flues  until  they  leave  at  the  smokebox  end  there  is  a rapid 
fall  of  temperature.  The  temperature  of  the  gases  as  they  leave 
the  tubes  at  the  smokebox  end  ranges  between  500  and  650  degrees. 
The  smokebox  temperatures  range  between  480  and  660  degrees. 

86.  Referring  to  Figs.  27,  29  and  30  it  is  observed  that  the 
temperatures  in  the  boiler  tube  and  superheater  flue  at  the  fire- 
box end  are  alike  and  remain  so  for  the  first  ^0  inches.  The 
gases  give  up  their  heat  at  a slower  rate  when  passing  through 
the  superheater  flue  than  they  do  when  passing  through  the 
boiler  tube.  The  difference  in  temperature  at  the  end  of  the 
tubes  ranges  between  40  and  80  degrees. 

87.  The  temperature  ranges  throughout  the  boiler  tube  and 
the  superheater  flue  were  alike  during  a comparatively  low  power 
test,  as  shown  by  Fig.  28.  The  draft  was  light,  being  1.8  inches 
of  water.  The  evaporation  rate  per  hour  was  but  16,494  pounds 
and  the  coal  fired  per  hour  amounted  to  only  2033  pounds;  thus 
it  was  a comparatively  light  test. 

88.  A variation  from  the  above  tendency  is  shown  by  Fig. 
31.  Here  the  superheater  flue  temperature  for  the  first  40  inches 
falls  a little  below  that  of  the  boiler  tube ; but  for  the  remaining 
length  and  particularly  for  the  middle  portion  of  the  tube  the  drop  in 
temperature  is  considerably  less  rapid  than  that  in  the  boiler  tube. 
The  difference  in  temperature  at  the  smokebox  end  of  the  tube 
and  flue  is  240  degrees.  In  this  particular  instance  it  may  be 
noted  that  the  temperature  in  the  smokebox  end  of  the  boiler 
tube  was  160  degrees  below  the  smokebox  temperature.  The  draft 
for  this  test  was  5.6  inches  of  water.  The  evaporation  rate  was 
30,826  pounds  of  water  per  hour  and  the  combustion  rate  was  4870 
pounds  of  coal  per  hour. 

89.  On  these  several  diagrams  the  rapid  fall  of  the  boiler 
tube  temperature  curves  is  especially  noticeable,  indicating  that 
the  tubes  were  rapidly  absorbing  the  heat  throughout  their  length, 
and  transfering  it  to  the  water  within  the  boiler.  The  length  of 
the  boiler  tubes  is  15  feet,  or  103  internal  diameters. 

90.  In  the  case  of  the  superheater  flues,  at  the  higher  rates 
of  evaporation,  a typical  instance  of  which  is  shown  on  diagram 
No.  32,  the  drop  is  quite  rapid  for  the  first  half  of  the  length, 
whereafter  the  temperature  fall  is  more  gradual.  The  gases  leave  the 
superheater  flues  at  the  smokebox  temperature  or  slightly  above. 


54 


LCXrOMOTIVE: 
TYPE_.2.r;8.r^Q.. 
CLASS  JSQ  SIj 


387 


M.  P.  4MC 

Pennsylvania  Railroad  Company 

PhILAPUJBIA,  BalTUIOBB  a WASHOlaTOII  RaILBOAO  Coxtabt 
Mobtbkbb  Cbbtb^  Rao-vat  Cobpabt 
Wbst  Jbsibt  a Bbaabobb  Raiiaoao  Coxpabt 


SHEET  NO.  j!!r3472 

T.e.3t.s.....af  ...a..  C laflfl,  .£8Bli...IiQQ..QmQ.tiye.B. 


TEST  DEPARTMENT 


B-olletin  No. 

Altoona.  Pa.  1--7--1914 


Fig.  27. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 

The  rate  of  coal  burning  is  978  pounds  per  hour  and  the  draft  back  of  diaphragm  is  0.9  inches  of  water. 


55 


LOCOMOTIVE ; 

TYPE 2-.8-'.D 

CLASS  ..5.®.®^. No. 


M.  P.  <nc 

PENNSYLVANIA  RAILROAD  COMPANY 

PnoiADaLraiA,  BALnaoBt  A WAtansToa  Raiumad  Cohtamt 
npn  NoaraiBM  Ccmtbal  RAfi.wAT  Compabt 

Wmt  Jbmbt  a HBAtBon  Raiuoad  CoXPAMr 


SHEET  No — £rXL.73... 

Tejgtjp  of  a Class  HBsb  locomotive. 


TEST  DEPARTMENT 


Bullet  Into.  10 

Altoona.  Pa 


Fig.  28. 

TEMPERATURE  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 

The  temperature  curves  for  the  boiler  tube  and  the  superheater  flue  are  parallel  when  the  rate  of  combus- 
tion is  2033  pounds  of  coal  fired  per  hour,  and  the  draft  is  1.8  inches  of  water  back  of  diaphragm. 


Sheet  Nor  P-llT? 


: 2 


56 


M.  P.  479  C I » 1^ 


LOCOMOTIVE;  PENNSYLVANIA  RAILROAD  COMPANY 

TYPB  £-8-0  Pnti.AOCij>HiA,  St  WArBrasTOM  lUnfOAD  Cokpamt 

' ' — ’tO'q’^v'  % QT  Nobthebh  Cirtbal  Rau-wat  Compart 

CLAS8....J«'.8.fc.sL—  Wrat  Jrbait  Si  Biarbobr  Raujioad  Compart 

_ TEST  DEPARTMENT  Bulletin  No IQ 

SHEET  NO._JR5dUlT4 

altoona.  pa ir.7-.i?i4 


m 

M 

S 

m 

ggn4ffj:g^ 

p 

i 

P n 

B 

S} 

mm 

% 

P 

P 

11111 

m 

1' 

1 

I 

H 

& 

I 

l| 

pf 

1 

1 

1 

II 

4ri 

i 

m 

ppi 

1 

1 

zM 

Ttfr 

1 

i 

ii 

i 

1 

1 

1 

ii:; 

I 

1 

iiHif 

19 

snsfisNi^ 

ii 

M 

S 

i 

M 

i 

w 

i 

Tttr 

i 

1 

1 

ii 

P 

I 

?*Tr 

m 

1 

P 

ii 

i 

p 

o 

P 

i 

& 

Tu? 

fin 

P ' 

TJ 

1 

& 

1 

-iiU: 

p 

1 

1 

■ 

1 

ftlif; 

iFfti 

1 

i 

rttt 

g 

PLr 

i 

1 

ft 

1 

1 

1 

% 

iiti! 

1 

iil; 

1 

i 

ijii 

i^r- 

llil 

£iJ^ 

ife 

I’H 

P 

i 

i 

i 

i 

Tm 

Tp 

ip 

X 

--r 

Hit 

S 

uU 

1 

Pti 

1 ^ 

ftp: 

t 

i 

1 

Sf! 

p| 

1 

1 

1 

i 

itP 

m 

liri 

Hr 

■i 

ft 

il'" 

■ r 

. — L. 

fti 

ft 

P 

'^T 

% 

THTl; 

■ft: 

w 

df 

wmm 

-..'1 

I 

1 

1 

i 

il 

ft 

1 

p 

Iri 

L ;;■ 

nl 

I’tf 

ft 

ft 

■iH-i:  ■ 

rf7 

1 

1 

P? 

1 

•Kf 
. n 

|B 

ptj  tjjt  ^ 

III 

1 

1 

i 

1 

i 

iiTi 

1 

i 

1 

4^ 

ft 

i 

1 

1 

ill! 

ft 

ft 

Si 

1 

i 

il 

f'-j; 

ft 

1 

fi 

P 

ft 

1 

1 

1 

' J 

- Xv 

I 

F’liil? 

Hil 

Is 

M 

.4|r 

1 

W 

m 

ft 

ii 

m 

ft 

lu 

j 

ft 

p 

M 

S 

te 

ft 

ftp 

ft 

Trrl 

w 

ft 

8 

ft 

P 

illi: 

s 

S 

ifXi 

P 

ft 

pT-: 

ft 

m 

i 

tiki 

pii’' 

ft 

rts 

ft 

ft!? 

ftp: 

ilil 

s 

Li 

nij 

IS 

s 

Ijjji 

I- 

IP 

j1  'If 

M 

fi 

i 

i8 

P 

M 

ft 

ft 

M 

ft 

i 

-■iF 

ft 

I 

ftfti 

■ft  4:1’*' 

±rn 

ftp 

"Ii 

tnt 

H" 

ft 

(■  jiT-*- 

it' 

Hill 

1: 

4 Si 

IIh  ^ 

i# 

?! 

g|t|jr 

M 

ft 

ft 

ft 

ft: 

ft 

ft 

'Cl-J’-  J 

ft 

ft 

in 

IB* 

|ii4« 

14  S-i 

Hi 

fe 

1 

R 

1 

PsO 

«8 

1! 

ntr 

ilia 

1 

1 

i 

i 

1 

1 

1 

ft 

p ,• 

i 

Ii 

il 

iil 

ft 

h\l 

p 

1 

1 

pjS| 

■ 

II 

m 

1 

M 

m 

1 

w 

m 

1 

I 

1 

s 

1 

§ 

1 

ii 

;fr 

ft 

ffi 

liif 

+i4- 

ft 

1 

B 

iffi| 

B 

ili 

m 

111 

tJl: 

i 

i 

i 

BT 

1 

1 

1 

1 

ft 

fttr 

ir  , 

S%jfec 

* 

1 

Plft 

m 

ft 

i 

1 

.M;;; 

|j|:  pmS 

mu 

111 

Hllilinliln 

11 

Hill 

1 

P 

M 

11 

ft 

ft 

ir 

'ft 

kfe 

ft  ft 

ft'  - 

t:p:S 

1 

nn 

n 

m 

m 

it 

iil 

'iiii 

PI 

11 

ill 

ii 

mis 

1 

I 

m 

1 

ife 

ii 

1 

1 

1 

1 

I 

m 

1 

ft 

ft 

fttii 

ft 

ft 

3 

K-T 

P 

Pttr 

B 

1 

P 

1 

-iit; 

fii 

nr 

iii-1 

i 

i 

11 

IB 

leii 

ijj  bft  ■t:*|;l 

It 

P 

fS 

w 

3 

ft 

ft 

rijri 

5 

trnT 

ift] 

s 

S 

it 

1 

Rtl 

‘■H- 

T 

M 

ir!!i 

i 

1 

i 

if 

1 

m 

tt  J 

I 

i 

M 

m 

fr- 

te 

P 

r' 

p 

ift 

1 

1 

i 

ft 

ipi 

1 

1 

Ik 

fek_ 

-i-r 

Tft*^ 

:rft 

li 

■f^ 

1 

4Lf:- 

ntir 

ll-p; 

B 

ft 

tiB 

1 

F 

4E 

1 

p4 

i 

H 

ii 

1 

1 

ii 

rip'" 

c| 

El 

i 

ip 

:Sl 

1 

1 

illll 

Plli 

h 

i 

ii 

1 

mM 

i 

Ppfc 

»ts»i 

e 

Kill 

s 

ii 

ftift 

I 

i 

s 

1 Illll 

Vi  ?,«.! 

HSwJtff 

Mbs 

mnr^ 

Sffi 

Fig.  29. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 

The  temperatures  shown  here  are  for  a rate  of  firing  of  2932  pounds  of  coal  per  hour.  The  draft  back 
of  diaphragm  is  2.3  inches  of  water. 


57 


Fig.  30. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 

Similar  to  Figs.  27  and  29,  it  is  shown  here  that  the  temperature  in  the  boiler  tube  and  superheater  flue 
at  the  firebox  end  are  alike  for  the  first  20  inches.  The  difference  in  temperature  at  the  end  of  the  tube  ranges 
between  40  and  80  degrees. 


58 


M.  P.  <79  C « X 1(44 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

T B-  ft  0 Philadklphia,  Baltimork  & Wasbingtoh  Railboad  Cobpajit 

TYPE Nobthbbh  Cxktbal  Railway  Company 

Ci~ASS  HoSD  fs*0.  W*8T  J*R»BT  & Sbasbob*  Railboad  Company 

TEST  DEPARTMENT  Bolletill  NO..._.Jl0 

SHEET  No.  _P-sll.7£. 

ifiata  .of  .a  Claas.  Hash  .LocomotiYe...... Altoona.  Pa__1-7**19^ 

4iu!  Umlw  LiXUiiiULUU ■ ! : ; 

w 

if!::::: 

iiiillHIlilli 

Mjffi 

i-p 

}rWi 

ai 

:::::::: 

u:::::: 

!::::::; 

:!:::»!(:!!:! 

iilHuiyii 

::::!!! 

::net»a 

l^ir^ 

mB 

>>■> 

•!  '-I !“( ' i 11  H t' iT^t  ■ 

KulllBI 

ilyOi 

■s 

STfSrftfff  ] 

sSS 

|ip;M 

mm 

psi 

imaSSfliii 

SK 

ppM 

r t|  ■ |]-i-  - 

mm 

ii 

S 

II 

1'^  i)  i tij.j.  Tjrt^ 

^ ^ TP-lt---  irrrt 

y P 

Hi 

;»ipp 

i-iiiifTaiiii 

iliiSi 

mm 

m 

hi  m 

pii|P 

ptt 

:::::  :::: 

iii 

-ISi, 

E*TtS!: 

:;i|M 

iilf!  liii 

iilli  nil 

ijHiili'! 

ISiHi 

II 

lij|t 

11 

Si 

ii^P 

pi 

wl;  ittl 

a 

wm 

f-fer;!? 

Ill 

1 

t! 

:E:::  :::: 

111  It' 

4^  I' 

ill 

ill 

lip 

ill  t! 

II 

11 

t^triarf] 

1 ■ Tit  ’ iT^i 

ipll 

ii 

il 

ll 

ill 

iiii 

itrffi 

1 

1 

I 

ipilfi 

pps 

1 

||i|| 

ii 

tU» 

Am 

tf'f 

ll 

riT}F.i 

IS? 

|i 

il 

ttifu 

mk 

%P 

i 

1 

llftlll' 

II 

Ii 

IB 

I 

1 

11 

ii 

Wm 

p^it' 

Sis! 

ii 

Iilf 

V'  !-  Tj  1 : x .ft 

fit  nt-f  r 

jl 

iii 

tSfi 

s-:rrr:  Ttrt 

fM 

W 

ii 

B 

ll 

B| 

j| 

|||p»| 

iiiu:- 

PP 

iliilii 

iiil 

111 

it 

Im 

i? 

ml 

I 

HHIIIII 

i.:u:::m 

LTdlEU 

WM: 

Hi! 

II 

+m  !rg 

pit 

4i±  ft 

slip 

|ij|M|  t 

iIm 

1 

1 

1 

ki 

11 

ill 

ll 

m 

fh 

ii 

ii!  it 

PS 

i| 

ill 

is  IS 

iS 

iii 

ip 

^TTf  TW 

pp 

p 

ill 

ik 

i 

I 

ill 

1 

1 

1;: 

ill 

iiiyiLi 

iSp 

is 

Mffi 

[Iil: 

i:»:  m::: 

!:h:d:!:!l 

is 

iStli 

\m\\M 

1 i 1 1 1 n I 1 1 

itinmtttti 

1 1 ! 1 1 1 1 1 1 1 H ' * 1 * 1 * 1 1 m 

Rt-tItI  ft  H+lTnT'H  ii  j-j 

iai; 

pps 

Mm 

Sill: 

lOHiniii 

Hill  mill 

iilKil 

IHliip 

::gg 

f ' f 'm  ] 

HTfTjtffn 

iiiiiiin:  :H:: 

±n  wTffBf 

5SPf 

i|i 

•iiih 

!*:»  * 

lit 

iil 

Wk 

1 

iSIl 

SIP 

iiii 

i 

I 

ft 

f| 

1 

■ 

t< 

^mnj 

II 

l:|i 

!F%L:j 

mi 

isl|P 

mM 

1® 

il!flill||ll 

IHiiiUtlil 

m 

ml 

Ii 

1;1 

iig 

si!ss!5S! 

ii!  i'ii 

» S!Hf  C 

1 

H 

{Rinim: 

m 

^11 

■ 

I:::!; 

iliilii 

m 

m 

iafi: 

ilii 

Iii 

Fig.  31. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 

This  diagram  shows  a variation  from  what  is  given  in  Figs.  27,  29  and  30.  Here,  the  superheater  flue 
temperature  for  the  first  40  inches  falls  below  that  of  the  boiler  tube  temperature. 


LOCOMOTIVE  I 
typc....2.-8^0. 
CLASS  1^.®^ 


M.  P.  479  C 

Pennsylvania  Railroad  Company 

FaiLADBLraiA.  Baltihorb  a WAfSinoxoic  Raojioad  Cobfakt 
^0ij^  Nohthebm  Cbktbal  Railway  Cobpart 


SHEET  No.._P-X177.. 

Teats  of  a class.  H8sto  Loc  omotive 


Wbmt  Jbbabt  a Bbaioobb  Railiioau  Compart 
TEST  DEPARTMENT 


BulletiuNo.  10 
Altoona,  Pa  . 


Fig.  32. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE. 

A typical  instance  showing  the  temperature  drop  in  a superheater  flue  at  the  higher  rates  of  evaporation. 
The  gases  leave  the  superheater  flue  at  a temperature  close  to  that  of  the  smokebox. 


60 


9 1 . The  tendency  is  for  the  temperatures  in  the  superheater 
flues  and  boiler  tubes  to  increase  with  the  rate  of  firing,  as  was 
found  to  be  the  case  with  other  locomotives  similarly  tested  on 
this  plant.  (See  Bulletin  No.  21,  Fig.  36  and  Par.  82.) 

Heat  Balance. 

92.  In  making  up  the  heat  balance  for  the  boiler  in  Bulletins 
Nos.  11,  18  and  21,  the  method  was  that  of  the  American  Society 
of  Mechanical  Engineers,  as  given  in  their  boiler  test  code.  In 
this  Bulletin  a method  suggested  by  Mr.  Lawford  H.  Fry  has 
been  used.  This  latter  method  contains  fewer  assumptions  in 
the  data  used  in  the  calculations. 

93.  The  American  Society  of  Mechanical  Engineers  heat 
balance  was  primarily  worked  up  for  stationary  boiler  use,  and  is 
based  on  one  pound  of  dry  coal  as  fired.  The  method  suggested 
by  Mr.  Fry  uses  a number  of  constants  obtained  from  locomotive 
experiments.  One  advantage  of  this  method  is  that  the  heat  balance 
is  based  on  the  dry  coal  fired  per  hour  per  square  foot  of  grate. 

94.  The  heat  losses  considered  in  the  new  method  are  loss 
by  external  radiation,  loss  by  formation  of  CO  in  the  firebox, 
loss  of  heat  in  the  smokebox  gases  and  the  loss  of  unburnt  com- 
bustible. The  American  Society  of  Mechanical  Engineers  code 
lists  the  losses  as  due  to  moisture  in  coal,  moisture  produced  by 
burning  hydrogen,  heat  in  dry  gases,  incomplete  combustion,  ash 
and  refuse,  moisture  in  the  air  and  radiation. 

95.  The  heat  absorbed  by  the  boiler  is  similarly  calculated  in 
both  methods,  excepting  that  a loss  due  to  radiation  is  con- 
sidered in  Mr.  Fry’s  method.  Five  per  cent,  of  the  heat  absorbed 
by  the  water  is  assumed  to  cover  this  loss. 

96.  In  table  X is  presented  the  heat  balance  for  this  loco- 
motive, computed  from  data  given  in  table  VI. 

97.  Table  XI  gives  the  heat  losses  in  per  cent.  They  are 
further  presented  graphically  in  Fig.  33.  It  is  observed  that  as 
the  boiler  is  forced  the  heat  losses  in  the  dry  smokebox  gases,  the 
unburned  fuel  and  those  due  to  the  vapor  of  combustion  gradually 
increase. 

98.  The  largest  single  loss  is  that  due  to  unburned  fuel  caused 
by  incomplete  combustion  as  the  rate  of  firing  is  increased.  The 
percentage  of  loss  increasing  from  a minimum  of  1.49  per  cent, 
when  the  rate  of  firing  was  38.8  pounds  of  dry  coal  per  hour  per 


61 


8 X lOVi 

3C.1  4 28-12 


M.  P.  479-A 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

« Ojn  PHiLADeLCHU.  Baltimore  & WashinoIon  Railroad  Company 

TYPE...  ^OTV....  Northeriv  Central  Railm  at  Company 

CLASS  H8sb  No....?.®7. West  Jersey  & Seashore  RailroAo  Company 

TEST  DEPARTMENT  Bulletin  NO IQ 

Sheet  No.P-X'17.8 

Tests  of  a Claes  HSsb  Locomotive Altoona.  Pa.. 


HEAT  BALANCE  BASED  ON  DRY  COAL  FIRED  PER  HOUR  PER  SQ.ET.OF  GRATE 


Test 

No. 

Pounds  Dry 
Coal  Fired 
Per  Hr .Per 
Sq.ft.of 
Grate. 

Heat 

Absorbed, 

B.t.u.Per 

Sq.ft.of 

Grate. 

Heat  Loss  in  B.t.u.  per  Sq.Ft.of 

Grate  Per  Hour. 

Total 

Total  or 
B.t.u. in  Dry 
Goal  Fired 
Per  hr .per 
sq.ft.of  Gtat 

Dry  Smoke 
Box 
Gases. 

Carbon 
Monoxide 
C 0. 

Due  to 

Vapor  of 
Combustion 

Un-accotmt 

-ed 

For 

3206 

24.6 

286801 

37270 

2281 

13901 

25077 

364333 

360514 

3205 

26.6 

300713 

39005 

1456 

14864 

36266- 

392304 

388663 

3201 

33.0 

348361 

57302 

5616 

18646 

35588 

495468 

483813 

3223 

38.8 

425390 

46086 

36639 

21936 

8014 

538065 

537108 

3202 

45.0 

472362 

74610 

16015 

26475 

81020 

669482 

659461 

3226 

52.8 

483773 

75127 

19592 

30030 

115757 

724277 

703824 

3204 

57.6 

567119 

106483 

9386 

32802 

154325 

870115 

844913 

3225 

58.7 

577920 

85818 

15855 

33726 

80679- 

793998 

782071 

3221 

62.0 

594324 

87869 

22052 

35207 

145890 

883342 

858266 

3214 

74.4 

637118 

121428 

35086 

42832 

238603 

1076067 

1030334 

3229 

74.6 

676142 

104339 

43290 

44951 

156097 

1024819 

994817 

3215 

86.6 

692750 

137082 

59122 

49948 

327852 

1266754 

1201572 

3224 

88.0 

747159 

154481 

8156 

50848 

257823 

1218467 

1173040 

3241 

92.9 

833154 

202636 

28028 

53790 

157851 

1275459 

1239023 

3220 

95.8 

764175 

143124 

54023 

54583 

198532 

1214437 

1326744 

3242 

105.2 

747261 

211902 

59373 

60196 

526521 

1605253 

1487528 

3237 

105.6 

789851 

157416 

57150 

60903 

426076 

1491396 

1407648 

3238 

105.6 

724234 

203026 

150629, 

60759 

401073 

1520291 

1407648 

3217 

113,3 

797269 

167803 

1E61R0 

65050 

533670 

1619002 

1568135 

3244 

122.8 

818686 

227092 

124415 

70236 

654896 

1895325 

1736392 

Sheet  No P.r.l.X?.? 


Table  X. 

HEAT  BALANCE  BASED  ON  DRY  COAL  FIRED  PER  HOUR  PER  SQUARE  FOOT  OF  GRATE. 
The  heat  losses  are  calculated  in  accordance  with  the.  method  of  Lawford  H.  Fry. 


62 


M.  P.  479-A 

SxlOH 

LOCOMOTIVE: 

TYPE  2-8-Q 

CLASS  H8BTa  no..3B7 

PENNSYLVANIA  RAILROAD  COMPANY 

Philadelphia,  Baltimore  & Washington  Railroad  Company 
Northern  Central  Railway  Company 

West  Jersey  & Seashore  Railroad  Company 

3(*1  4-29-12 

10 

L-7-1914 

TEST  DEPARTMENT 

Sheet  No. ...£-117.9. 

Tests  of  a Class  HSsb  Loccmotiye. 

muie-cinNo. 

Ai  TnrtMA  Pa  . 

' ' 

HEAT  BALANCE 

BASED  ON  DRY  COAL  FIRED  PER  HOUR  PER  SQ.  EP.  OF  GRATE 

Test 

Poimds  Dry 

Heat 

Heat  loss  in 

Per  Cent  Due  to 

Total 

No. 

Coal  Fired 
Per  Hour  Per 
Square  Foot 
of  Grate 

Absorb- 

ed 

in 

Per  Cent 

Dry 

Staoke 

Box 

Gases 

Carbon. 

Uon- 

oxide 

C 0 

Vapor 

of 

Combust 

-ion 

Un-bum 

-ed 

Fuel 

3206 

24.6 

78.27 

10,33 

0,63 

3.86 

6,95 

101.04 

3205 

26.5 

77.65 

10,03 

0.37 

3.82 

9.33 

101.20 

3201 

33.0 

72.00 

11.84 

1.16 

3.05 

13.55 

102.40 

3223 

38.8 

79.20 

0.58 

6.82 

4.08 

1.49 

100.17 

3202 

45.0 

71.62 

11.31 

2.42 

3.06 

12.28 

101.49 

3228 

52.8 

68.73 

10.67 

2.78 

4.26 

16.44 

102.88 

3204 

57.6 

67,12 

12,60 

1.11 

3.8S 

18.26 

102.97 

3225 

58.7 

73.89 

10.97 

2.02 

4.31 

10.31 

101.50 

3221 

62.0 

69.24 

10.23 

2.56 

4.10 

16.76 

102.89 

3214 

74,4 

61.03 

11.78 

3.40 

4,15 

23.15 

104.31 

3229 

74.6 

67.96 

10.48 

4.35 

4.51 

15.69 

102.99 

3215 

86.8 

57.65 

11.40 

4.92 

4.15 

27.28 

105.40 

3224 

88.0 

63.69 

13.17 

0.61 

4.33 

21.11 

102.91 

3241 

92.9 

67.24 

16.35 

2.26 

4.34 

12.74 

102.93 

3220 

95.8 

57.64 

10.79 

4.07 

4.11 

14,59 

91,20 

3242 

105.2 

50.23 

14.24 

3.99 

4.04 

35.39 

107,89 

3237 

105.6 

56.11 

11,18 

4.05 

4.32 

30.26 

105.92 

3238 

105.6 

51.44 

14.42 

9,28 

4.31 

28.54 

107.99 

3217 

113.3 

50,84 

10.70 

7.98 

4,14 

34.03 

107.69 

3244 

122.8 

47.14 

13.07 

7.16 

4.04 

37.71 

109.12 

Sheet 

Table  XI. 

HEAT  BALANCE. 

The  items  in  Table  X are  here  expressed  as  a percentage  of  the  total. 


63 


LOCOMOTIVE;  1 

TYPE_  .JL=.e«0  > 

CLASS No.-5fi7 

SHEET  Mo.  P-llfiQ 

Teats  of  a Class  H8ab 

=»ENNSY 

PuXLJlDBL 

11 

LCSQOlO.tl^ 

M 

LVANIA 

raiA,  Baltimo 
Noktssbr 
nr  jKKutr 

TES- 

'■Q.. 

P.  479C 

RAIL 

u A Wa«i 
Ibbtilu.  R 
SsAaaoBi 

r OEPAI 

_ROAC 

IIBOTOM  Ra 
AILWAT  COI 
1 RA1I.BOAO 

TTMENT 

) COMF 

nJU>Al>  COHPA 

irABT 

COKFAMT 

>AN 

MT 

Y 

__  Ai 

«x  ifSi 

11  :»13 

Bulletin  No _10 

LTOONA.  PA..l«Z:ri9I4 

iMM 

m 

r li 

TO 

fffi: 

1 

iW‘ 

-Oi 

iif 

4 

H 

^TOtotoITto 

■km\ 

iiw 

iiiS 

1 

ii 

1 

Tilt 

i 

M 

ii 

m 

ll 

iiTOi 

i 

P;' 

I 

' •.  ! 

1 

- 

TOit 

He 

p; 

m 

p 

il 

TO; 

:;p| 

TOhtl' 

ii 

J 

iHt 

j'4 

4ii- 

pJTO. 

4-Lh 

TfiT 

1! 

IP 

h 

1 

JlU 

u 

fiil- 

liij 

iHii 

If! 

$ 

H 

’i’M 

rpTO 

tl 

TO 

pf^ 

■nth 

fp 

TO? 

Tt; 

iTO!'* 

'ill 

al 

py 

48 

1 

sir 

1 

m 

1 

1 

I 

m 

■s 

P 

J4 

i 

TO 

f 

g 

1 

|l 

[hi 

Pti 

iiii 

to; 

■I- 

TiT 

Jl. 

TO 

fy 

rt  i - ' 

f ;TOi 

PTO-! 

iili 

rpt 

4 lit  -4 

li 

iiitil 

ipi: 

TOjiTO 

TOiTOH 

piis 

fc 

bpi 

irp 

trill 

ffili 

iS 

[s 

M 

ill ; 

L . 

pffjj 

i{| 

IE 

i 

• > 

L 

TOl’l! 

"tili 

iTO-TOT. 

■r-]pn 

toT?  » ! J 

[i^TO 

Urn 

1 

i 

ii'P 

nr 

1 

'Lit 

n* 

t^T 

[p- 

# 

TO 

4'Ji 

t! 

ii 

ii 

i 

4i 

Lfi 

Pi4 

|:S 

If 

ir 

|i 

rt  rTf 
11 

ii 

1 

1 

ifeii 

IS 

i 

1 

TO 

TO 

TO 

1 

1 

it 

; .il! 

v‘'i' 

1 

% 

.,tTT  *' 

>1 

4-- 

|V  . 

TO 

;i?T 

\ 

' 

TO 

S 

E; 

[. 

u_ 

! - 
L* 

1 

.-J 

1 

I;. 

S 

- 

I 

i 

[p 

plTTttr 

fp 

Tni- 
; :'l 

■:4 

TOt 

V,  !1 

i *E  h' 

; Iio'^ 

- - 4 

. lofl 

toM 

s -du 

isjShB 
^ gas 

wM 

Slijj 

! ITOto 

[rnTOl 

'^■ 

itTOl 

I'toII 

m 

rli 

libili 

TOrTO 

TOdpi 

iroip 

UxtjTO 

m 

iilipj 

i&l 

t#rft 

iii 

ll 

*1 

it 

1 

m 

i 

1 

i| 

3T?.. 

1 

1 
t j 

s 

M 

li 

In 

1 

ii 

ti 

P 

IS 

4 tZ 

fi 

1 

i 

z 

il 

I 

1 

1 

E 

1 

i 

* irl** 

Im 

1 

ti+4 

ill 

He 

u.l 

Hl{ 

TO 

% 

1 

/H 

i 

Ip 

iii 

Tj[j  tti] 

1 

It 

j] 

1 

Tp; 

TOi. 

Tpe 

TO 

TJ 

5 

TO  i 

rli 

ipi 

U 

1 

I--*- tl 

»x- 

s 

fn 

k 

TO 

i TO  ■ ■’  • 

M'  1 

TO’rb 

iVroi 

toTOto 

;tr 

iii 

1 

1 

.11 

1. 

1+11 

il; 

jJt 

If 

11 

TO;  J 

i 

TO 

|ij4| 

!r' 

i 

iiiii 

[ lv,t 

t! 

il  i 
, '.  1 

1 L 

M 

;nt|- 

jit 

’{t 

& 

fi 

'fi 

TTOT 

klbTOi 

nTO-  ‘TO 

jL'n 

-rr" 

P-t] 

II 

ij; 

T 

'f  ; 

H 

TO  ^ 
1: 

P.jTO 

TOf.p 

yiro 

1' 

tf 

L-.P 

1 

jj 

lu 

ii 

i 

h' 

TO; 

t’TO  t 

r tj'tn- 

%■: 

■"nTTnvT 

iTOTO'i 

eTOt  ■■  1 

it 

3S;4il 

i 

rtiT] 

I 

fin 

-■'i 

*■ 

liii 

pr! 

iii' 

I'E!; 

i 'll 

;.lt 

PP 

4H 

TO 

i 

Li 

li 

' TO-': 

TOITO 

■pTO  ji- 

r'TOV"” 

]V|t4 

'TOt  -TO*  ■■ 

t 1 1 -ih  - " 

3 

iiaia 

ji. 

F! 

i.-’’ 

Vi; 

'S 

i 

ii 

l:i:T 

! TO 

'Tl 

4 

t 

I 

'it 

jl  ]:jij 

E 

bi 

I 

[to 

:i 

, p 

■*  1 1 

■ ' 

1 

I 

TO, 4 

toV'  ' 

11 

1 

Hf 

1 

tj- 

ip— 

il..,!  xL 

TO® 

M 

4- 

iTj 

tr.j- 

ill 

!nis 

s 

11 

! . 1 

■t^r  ^ ■ 1 ! .Ml* ii .T  (f1  li 

til- 

fiik 

I 

P 

ij-' 

iil 

iiUTO 

ll 

TO- 

pTO 

. -1 

-iiiii 

ivy 

--iTO-' 

l:TO,.^ 

1 

lli 

y 

iifpl 

tliitiiaJ 

mm 

[ii 

I 

:| 

r 

[i 

-TO 

'i.n 

xi:. 

!.;TO 1] 

t TO 

tl 

V" ' 

! .'jI. 
1,- 

f' 

TO- 

' '1 

vTO 

LiTO: 

;.n 

4 

'■  ':'’’;''TOVL,:TOTO’: 

. J L'  — 

r.  ■ : --T.Tr.rt:- 
; ; '.J.:  i , . 

1 ' TO  1 

i?!l 

i^TroFtTi 

1 — ' 

p“[ 

■>: 

! 

t'* 

t — 
1 

m 

i'  1 

■'  p-,1 

'■ 

rro 

E ,.-iJ 

.Et 

T 

1 ■ 

i - 

r : 

p 

i : TO  j TO*:-  .*■  ' '' 

["iTOvl 

1 

kj 

TTTT  TP-n  - 

m\v\  -■ 

pjjpp 

i 

- 

. 

.1;  i 

i-i 

i?:'* 

- 

iji 

ip  i 

i -111 

Mi 

P 

TOP* 

-.-tt 

f’ 

l: 

i:: 

TO"  . 

ITO 

ii 

4 r 

ilTO. 

" 1 
•TO1 

1 

ip& 

1 

iii!  'TOil 
1 •:  lli’ 

h'i; 

1 

iitn 

i 

|i 

r r 

p]p‘' 

'1 

'.1. . 

E 

1 . ; 

i 

:l. 

TO 

itiif 

li 

TO:I' 

I'TOh 

.4, 

ffi 

TO 

i 

1 . 

M 

n 

HI 

TO 

iTOi 

It': 

■.Ll-i- 

jlitlb 

h:ii.!$ 

k’l 

n ' '.il 

!t;:i 

1 

:''TOTO" 

• ; ‘ n h . : : , • 1 , 

B 

TO 

[tHiiililTOL'l 

li!" 

iH-J 

00  ! 120 

.'  "I'  b 1 , ..■•;| 

1 

iWii 

Sii 

llm 

ilSi -rfiPirli  Tri-iiiin 

i , ; ,[}  J 

:SM^f 

.i „.TOiiiiiii.-xixx.l: ;„:  ..iJ 

Fig.  33. 

HEAT  BALANCE. 

The  boiler  absorbs  from  47  to  79  per  cent,  of  the  heat  in  the  coal.  The  largest  single  loss  is  that  due  to 
unburned  fuel  especially  at  the  higher  rates  of  combustion. 


64 


square  foot  of  grate  to  37.71  per  cent,  when  122.8  pounds  of  coal 
per  hour  per  square  foot  of  grate  was  fired. 

99.  The  heat  lost  in  the  dry  smokebox  gases  varies,  through- 
out the  different  rates  of  firing,  from  8.58  to  16.35  per  cent.  The 
average  is  11.71  per  cent. 

100.  The  loss  by  CO  due  to  a small  air  supply,  in  conjunction 
with  the  condition  of  the  fire,  varies  from  0.37  per  cent,  to  9.28 
per  cent.  With  a properly  drafted  boiler  we  should  expect  no 
loss  from  this  cause  at  low  power  and  not  over  2 to  3 per  cent,  of 
the  heat  in  the  coal  fired  at  the  maximum  boiler  output. 

101.  The  loss  incurred  by  the  vapor  of  combustion  has  a 
tendency  to  increase  with  the  increase  in  the  rate  of  firing, 
namely,  from  3.82  to  4.34  per  cent. 

102.  The  boiler  absorbs  from  47  to  79  per  cent,  of  the  heat 
in  the  coal. 

Air  Supply. 

103.  It  was  previously  shown  in  this  Bulletin  (Fig.  13  and 
Par.  36)  that  when  the  combustion  rate  exceeded  5500  pounds  of 
coal  per  hour  or  100  pounds  per  square  foot  of  grate  per  hour,  the 
coal  was  not  properly  burned.  Table  XI  substantiates  this  fact. 
Referring  to  this  table  it  will  be  observed  that  at  rates  of  firing  ex- 
ceeding 96  pounds  of  dry  coal  per  square  foot  of  grate  per  hour,  the 
heat  loss  due  to  unburned  fuel  ranged  from  1.49  to  37.71  per  cent. 

104.  A probable  cause  for  this  incomplete  combustion  at  the 
higher  rates  of  firing  is  an  insufficient  air  supply.  This  is  apparent 
in  Fig.  16,  showing  the  carbon  monoxide  when  plotted  with  the  dry 
coal  fired.  This  diagram  shows  the  great  rapidity  with  which  the 
curve  rises  at  rates  of  combustion  exceeding  100  pounds  per 
square  foot  of  grate  per  hour,  and,  as  just  mentioned  under  “Heat 
Balance,”  the  loss  by  CO  due  to  the  small  air  supply  reached 
9.28  per  cent.,  whereas,  with  a properly  drafted  boiler,  it  should  not 
exceed  3 per  cent,  of  the  heat  in  the  coal  fired  at  the  maximum 
output  of  the  boiler. 

105.  It  is  evident  that  to  correct  this  trouble  it  would  be 
necessary  to  increase  the  air  inlet  areas  of  the  ashpan  and  the 
active  grate  area.  The  centre  grate  bearer,  which  is  very  wide, 
could  be  reduced  in  width  to  advantage,  thus  insuring  a greater 
air  supply.  Such  a grate  is  now  used  on  E6s  and  H9s  locomotive 
and  is  shown  on  Pennsylvania  Railroad  drawing  45427. 


65 


PERFORMANCE  OF  ENGINES. 

General  Conditions. 

106.  The  general  conditions  affecting  the  engines  and  at  the 
same  time  governing  these  tests  are  given  in  Table  XII.  The 
test  designation  includes  the  speed  in  r.p.m.,  the  nominal  cut-off 
in  per  cent,  corresponding  to  the  reverse  lever  notch,  and  the 
position  of  the  throttle  for  each  test.  The  letter  “F”  signifies 
that  the  locomotive  was  operated  with  a wide-open  throttle. 

107.  The  table  includes  the  speed  of  the  locomotive  in  revo- 
lutions per  minute  and  equivalent  miles  per  hour,  the  actual  cut-off 
as  obtained  from  the  indicator  cards,  the  steam  pressure  in  boiler 
and  branch  pipe  and  the  superheat  in  the  branch  pipe  in  degrees 
Fahr.  The  table  is  arranged  in  order  according  to  speed  and 
cut-off. 

Superheat  in  Branch  Pipe  and  Exhaust. 

108.  There  is  graphically  shown  in  Fig.  34  the  relation  ex- 
isting between  the  superheat  in  the  branch  pipe  and  the  super- 
heat in  the  exhaust  pipe.  The  curve  indicates  a slow  increase  in 
the  exhaust  superheat  as  the  superheat  in  the  branch  pipe  in- 
creases from  100  to  165  degrees  Fahr.  Thus,  the  indication  is 
that  an  increasing  amount  of  heat  is  escaping  at  the  exhaust  and 
a decreasing  amount  of  heat  is  being  converted  into  work 

Superheat  in  Branch  Pipe  and  Indicated  Horse-power. 

109.  The  indicated  horse-power  is  plotted  in  Fig.  35  with  the 
superheat  in  the  branch  pipe.  Above  each  of  the  points  is  given 
its  respective  nominal  cut-off  in  per  cent,  of  stroke.  It  is  observed 
by  the  straight  line  that  the  degree  of  superheat  increases  directly 
with  the  power  output  of  the  locomotive.  This  fact  has  been 
shown  in  previous  Bulletins  describing  tests  on  superheated  steam 
locomotives.  (See  Bulletin  No.  19,  Fig.  40  and  No.  21,  Par  103.) 

Indicator  Diagrams. 

NO.  Figs.  36  to  39,  inclusive,  present  representative  indicator 
diagrams  for  this  locomotive.  There  is  given  with  each  diagram 
its  respective  test  number,  scale  of  pressure,  speed  in  r.p.m.  and 
miles  per  hour,  the  nominal  cut-off  and  the  indicated  horse-power. 
The  diagrams  are  designated  as  taken  from  the  right  or  left  side 
of  the  engine.  For  diagrams  taken  on  the  left  side  of  the  engine 
the  steam  chest  diagrams  are  also  given. 


66 


Least  Back  Pressure. 

111.  The  relation  between  the  least  back  pressure  in  pounds 
per  square  inch  and  the  superheated  steam  in  pounds  per  indicated 
horse-power  hour  is  shown  in  Fig.  40.  The  tendency  is  for  the 
least  back  pressure  to  decrease  as  the  steam  consumption  per  indi- 
cated horse-power  hour  increases.  Further,  these  curves,  being 
drawn  through  points  of  like  cut-off,  also  indicate  that  at  the  same 
steam  consumption  per  indicated  horse-power  hour  the  least  back 
pressure  increases  with  an  increase  of  cut-off. 

1 12.  Fig.  41  shows,  for  both  locomotives,  the  increase  in  the 
least  back  pressure  as  the  indicated  horse-power  is  increased.  Up 
to  1000  i.h.p.  there  is  no  material  difference  between  the  two 
locomotives  in  this  respect;  the  rate  of  increase  in  the  least  back 
pressure,  however,  is  less  rapid  than  at  the  higher  powers,  at  which 
it  is  clear  that  the  superheater  locomotive  develops  a greater 
i.h.p.  on  a given  back  pressure,  or  that  it  requires  less  back  pressure 
for  a given  i.h.p.,  due  no  doubt  to  the  less  amount  of  moisture  in 
the  exhaust  with  superheated  steam. 

Pressure  Drop  Between  BoiuER  and  Branch  Pipe. 

113.  In  Fig.  42  is  shown  the  drop  in  pressure  between  throttle 
and  branch  pipe  in  pounds  per  square  inch.  The  maximum  drop 
is  11  pounds,  occurring  when  the  indicated  horse-power  reaches 
1783.1.  The  curve  shows  the  drop  in  pressure  to  increase  with  the 
power  developed  by  the  locomotive  or  with  the  increased  volume 
of  steam  used. 

Indicated  Horse-power. 

114.  Table  XIII  is  arranged  according  to  the  indicated 
horse-power;  it  includes  the  steam  to  the  engines  in  pounds  per 
hour,  mean  effective  pressure,  indicated  horse-power,  dry  coal  per 
indicated  horse-power  hour,  superheated  steam  per  indicated 
horse -power  hour  and  the  B.t.u.  in  the  steam  per  indicated 
horse-power  hour. 

1 15.  The  indicated  horse-power  range  is  from  412.9  to  1829.9. 
Omitting  tests  of  30  minutes  or  less  where  the  time  of  the  test  is 
too  short  for  reliable  coal  records,  the  dry  coal  per  indicated 
horse-power  hour  ranged  between  2.2  and  3.9  pounds.  The  steam 
per  i.h.p.  hour  likewise  varies  for  different  tests,  ranging  between 
16.8  and  22.1  pounds  per  hour. 


67 


M.P.47e-A 

SZIOM 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TVPK  JimPhA  Philamimua.  BAi.Ti«ORa  k Washinoton  Railroad  Compamt 

TYPB.....*rrsTa£_  Hortmbrh  Cintral  RaiRway  Company 

CLAS8....HfiB]ll No  ,387,  Warr  Jiuav  k Srashorr  Railroad  Company 

TEST  DEPARTMENT  BolletlZl  NO 10 

SHEET  NO...J?yy5i. 

Testa  Qf  a Olaeg  HSsb  Loo«POtlve, Altoona.  Pa... 


Mom  TEST  CONDITIOES. 


Test 

Test 

Soxation 

Revolatlons 

Speed  la 

Cut-off, 

Steam  Pre^^dure 

Supeihaat 

No* 

of 

Per 

Ullet 

Per  cent 

In  Boiler 

In  Branch 

In  Brand 

Test 

Per 

of 

Pounds 

Pipe,  Lbs, 

Pipe 

Deeisnation 

Mizxates 

Ulzmte 

Honr 

Stroke 

Per  Bq.ln* 

Per  sq.in, 

Degraas  K 

198 

199 

272 

217 

220 

230 

3207 

40«20-F 

120 

40 

7.22 

20,7 

205.3 

201.2 

97,32 

3210 

40-30-P 

120 

40 

7.19 

31.9 

205.3 

202,0 

130*64 

3246 

40-75-F 

30 

40 

7.19 

74,8 

206.0 

200,0 

170,79 

3247 

40-e8..F 

15 

40 

7.19 

88.0 

206.0 

200,7 

171.32 

3205 

6(L20.F 

45 

60 

10.83 

21,9 

205.8 

201.2 

101.20 

3206 

60-20-F 

105 

60 

10.83 

22,0 

205.9 

201,7 

108.92 

3209 

60.30.iF 

90 

60 

10.78 

33,0 

206.0 

201.5 

130.05 

3227 

60..S5.F 

90 

60 

10.78 

35.3 

206.0 

201.2 

134,96 

3242 

60-68-F 

30 

60 

10.78 

69.3 

206.0 

198.5 

172,90 

3245 

60-77-F 

30 

60 

10.78 

74,8 

203.3 

194.7 

165.71 

3244 

6CL86.F 

16 

60 

10.78 

86.3 

195.0 

186.0 

182.01 

3201 

80.20.F 

120 

80 

14.44 

23.8 

205.8 

202.4 

125.59 

3202 

80..30.F 

90 

80 

14.44 

34.6 

205.3 

202.0 

132.76 

3203 

80-40.F 

30 

80 

14.44 

42.1 

206.0 

201.5 

144,98 

3204 

60i.40.F 

106 

80 

14.44 

42.8 

205,5 

199.4 

152.14 

3238 

80.55.F 

30 

80 

14.38 

51,8 

206.0 

200,0 

179.32 

3239 

80.58.F 

60 

80 

14.38 

57.6 

204.9 

196,7 

194*54 

3241 

80.63.F 

60 

80 

14.38 

63.4 

204.7 

195.9 

210*25 

3208 

100-2&«F 

60 

100 

18.05 

31.3 

206.3 

200.8 

157.00 

3211 

100-26.F 

30 

100 

17.97 

30,9 

205.8 

201,0 

157,41 

3212 

100..25-F 

UO 

100 

17.97 

30.5 

205,5 

200.8 

154.25 

3213 

100i.40.F 

30 

100 

17,97 

42.6 

203.3 

197.3 

155.46 

3214 

100-^F 

120 

100 

17.97 

41.6 

202.3 

195.4 

176.20 

3215 

100*45-F 

120 

100 

17,97 

45.4 

204.6 

196.2 

179.67 

3236 

100-60-F 

60 

100 

17,97 

50.1 

205.4 

196.6 

200.64 

3237 

100-65-F 

60 

100 

17,97 

52.6 

203.4 

194.6 

185.38 

3223 

120-20.F 

120 

120 

21.56 

23.7 

206.0 

201,1 

126,77 

3221 

120..30-F 

120 

120 

21,56 

33,9 

205.9 

199,8 

155.56 

3230 

12(M10-F 

120 

120 

21.56 

41.7 

204.3 

195.3 

188.46 

3216 

120-60-F 

60 

120 

21.56 

50.5 

186,1 

176,3 

192*52 

3217 

120-60.F 

45 

120 

21.56 

50,3 

198,0 

187.0 

196,48 

3225 

140-25-F 

90 

140 

25,16 

29.5 

205.6 

199,4 

176.34 

3218 

140-36-F 

120 

140 

25.16 

37,5 

198.3 

190,5 

162,70 

3220 

140i.40.F 

60 

140 

25,16 

41.5 

204.9 

196,0 

168.88 

3229 

160..30-.F 

120 

160 

28.75 

34.1 

204,9 

197,7 

182.10 

3222 

160-36-F 

60 

160 

28.75 

37.9 

203.3 

194,7 

167,47 

3235 

160-40-F 

60 

160 

28.75 

42.3 

198.7 

189.1 

193.93 

3228 

17O-20-F 

120 

170 

30,60 

22,4 

205,8 

200.3 

145,70 

3224 

170..35-F 

60 

170 

30.50 

38.6 

204.1 

195,4 

185.03 

Sheet 


Table  XII. 

ENGINE  TEST  CONDITIONS. 

This  table  shows  the  pressure  and  superheat  of  the  steam  entering  the  steam  chest  for  the  various  speeds 
and  cut-offs  at  which  tests  were  run. 


68 


Fig.  34. 

SUPERHEAT  IN  LIVE  STEAM  AND  EXHAUST  STEAM. 

The  exhaust  superheat  is  small  up  to  a superheat  in  the  branch  pipe  of  165  degrees.  Thereafter  the  superheat 
in  the  exhaust  steam  increases  rapidly  as  the  branch  pipe  superheat  increases. 


69 


Fig.  35. 

SUPERHEAT  AND  INDICATED  HORSE-POWER. 

The  degree  of  superheat  increases  directly  with  the  power  output  of  the  locomotive,  due  to  the  increased 

rate  of  burning  coal. 


70 


LOCOMOTIVE; 

TYf»e 

CLASSHdlSek no.S^T 


PENNSYLVANIA  RAILROAD  COMPANY 

PaaiAi>Bi.nnA,  Baltdiou  * Wamdwtoii  Rail»oai>  OaMTAVr 
Nobthb&k  Cbvhul  Railway  Oowpajit 
Wot  jK«nr  * SsAnoBB  Railboad  Comyamt 

- TEST  DEPARTMENT  BVAL.LeTl»*4  NO.  J.O.. 


Sheet  rk>.  P l l &i4- 
:r e:  3*r©  /v  ou^ss  jL.c»cot^oTiv& 


Altoona,  Pa..  I— ,77— IS  I A 


-TEST  M«3E.IO 


“-VO  »o  ST7  3 N\eK.  7.e. 

XCST  N«32^7 


4-0  ae>  VKPIOI9  SEEEO  wpM.  7.2. 


TCST  KI0  3E.09 


. j.  K.  p a4-e..  A 


Sheet  No.  P I\6A 


Fig.  36. 

TYPICAL  INDICATOR  DIAGRAMS. 

These  diagrams  are  for  speeds  of  7 and  10  miles  per  hour. 


71 


LOCOMOTIVE: 

TYPE  2-©- O 

CLASSBOiO!^  No.S&T 


Sheet  No.  Pi  \ 6S 


Pennsylvania  Railroad  Company 

Philadelphia,  Baltimore  & Warkimotom  Railroad  Company 
Northern  Central  Railway  Company 
West  Jersey  & Searhore  Railroad  Company 


TEST  DEPARTMENT 


B*-»UL  CTIM  No.  1 


o.- 


.Tc»-t,s»  O f='  H ia  ensk  LcsoomoTivc;  Altoona,  Pa.,1-T-1S»^ 


Te®T 


p^.f?rw\.  Cl»t:.ouT  Tv<  bottle. 

«0  ese  F-ol-l,  I.K.F?  135^1  SPEED  r-vRM..  1 O.S 


TEST  N®3£,Oe, 


30  F'*-»l-U  LKPIOSO-I  SPSeiD  I4..4 

Test  N®3ei25 


OuT-OPP  TKI^OTTUC. 

loo  4.0  F^di_L  I.H.P»47S,4.  speed  17.9 

^ ^ Sheet  r 


Fig.  37. 

TYPICAL  INDICATOR  DIAGRAMS. 

These  diagrams  are  for  speeds  of  10, 14  and  18  miles  per  hour. 


72 


LOCOMOTIVE: 

TYPE  Z-Sf-O 
CLAssH&a»&.  no.^©7 


Sheet  No.  PUfelb 


PENNSYLVANIA  RAILROAD  COMPANY 


PanLADKraiA,  Baltimokb  it  WAmnoTon  Railboao  Compahv 
Noktmkbn  Cbktral  Kailwat  Compaht 
n'EST  JERSBT  & SKAniORB  RAILROAD  COMPART 


TEST  DEPARTMENT 


BuiLLCTm  No  IQ. 


T El  STS  or  W Ol_i*vS  S S L-OCO^^OTIVEI. 


Altoona,  Pa..I— T-1914 


TEST  K®3E.E.I. 


1^0  30  Fuil-u  I.K.p  1594: sr&ro  h/\.rK.  ‘Sl-G. 


TEST  N03ZIS 


14.0  3s  ful-l-  I.H.P  isaB.a.  sfeiE-o  tsarK  Ese. 


TE.ST  N«3ee.e. 


16  O 


35 


ru  EL_  I73B.I 


SFTEICZD  NA.PM..  EB.T 

Sheet  No. Pi  18© 


Fig.  38. 

TYPICAL  INDICATOR  DIAGRAMS. 

These  diagrams  are  for  speeds  of  21,  25  and  28  miles  per  hour. 


73 


LOCOMOTIVE: 

TYPE  ^-a-CP 
CLAssHa-a-es  no.  3^7 


Sheet  No.  I 87 


PENNSYLVANIA  RAILROAD  COMPANY 

Priladclpsia,  Baltikork  a WARinHOTON  Railroad  Compahy 
Northern  Ciktral  Railway  Compaht 
Wist  Jrrscy  A Srashore  Railroad  Company 


TEST  DEPARTMENT 


Bcji-L-ErriM  No 


» o 


■T*s:&TS  OF* oi-.-As.ss  HkO-SrB.UociOi^oTive::  . Altoona.  Pa..  1-7-181^ 


'TtC&T  MoS-t-ZA 
-Z-OO 

-ISO 

• loo 

- so 

OI^/vkIK.  Cf^-A.-KiK.  K»0>-<'T'  MS3/VO 

cox-orF'  XK^wrrLc:. 

170  3s  l.i-i.p  iSi3xA  SF-cerOKA  PH..  30.S 


Sheet  No.^^I  187 


Fig.  39. 

TYPICAL  INDICATOR  DIAGRAMS. 

These  diagrams  are  for  a speed  of  30  miles  per  hour. 


74 


M.  P. 


« I l<)»4 


LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

£^>8*^0  PHn.AinLFHiA,  BAi.TniOB>  A W^BoreToa  Rulbobo  CoxTBar 

<*017  NoBTHiaa  Cbktbai.  Rah-wat  CoariaT 

CI_ASS  .S.®  ® No Y-P..’—  W»T  jBBsiT  * SaAsaosa  Rahjwad  Compabt 

TEST  DEPARTMENT  Bulletin  NO._ 

SHEET  No._J^118a.. 

T.fi.!5t..a..„Qf..ja..ClaBB  ..Hasl)...XQcmQM  


10 


Altoona,  PA._lr.7r4?.4^ 


Fig.  40. 

STEAM  PER  HORSE-POWER  AND  BACK  PRESSURE. 

The  least  back  pressure  decreases  as  the  steam  consumption  per  indicated  horse-power  hour  increases, 
and  at  the  same  steam  consumption  per  indicated  horse-power  hour  the  least  back  pressure  increases  with 
an  increase  of  cut-off. 


75 


Fig.  41. 

BACK  PRESSURE  AND  HORSE-POWER. 

The  least  back  pressures  for  the  H8b  saturated  steam  locomotive  are  below  those  for  the  H8sb  superheated 
steam  locomotive  at  indicated  horse-powers  from  500  to  1040.  Above  this  point  the  reverse  is  true. 


76 


Fig.  42. 

DROP  IN  PRESSURE  THROUGH  SUPERHEATER. 

The  curve  shows  that  the  drop  in  pressure  increases  with  the  indicated  horse-power  due  to  the  increasing 

volume  of  steam  used. 


77 


M.P.4TO-A  3:^ 

A lOH 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

■rvDB'  P n ,Q  Pmilamlphia,  Baltimom  It  WashinoYoh  Railboao  Coafamv 

TY PE „ — NotTHFBH  Cihtral  Railway  Comfamv 

CLASS.—SSHI.K No.— SBZ—  WUT  Jmav  It  Sbasmou  Railroad  CoaPAHT 

TEST  DEPARTMENT  Bulletin  NO 10 

SHEET  NO-PrllSl  — 

Teete  of  a Clegs  ESsb  Locomotive.  Altoona,  pa  1-7-1914 


IHDICATED  H0R3B  POWEB 


UeX 

Toot 

Dura- 

Steam  to 

Mean  Effect- 

Indloat- 

Dry  Coal  per 

Superheated 

B.t.u.ln 

Vo. 

tlon 

So^^lnes 

iTo  Pressure 

ed 

Indicated 

Steam  Per 

Steam  Per 

Deslgna- 

of 

Pounds 

Pounds  Per 

Horse 

horsepower 

Indicated 

Indicated 

Test 

Pep 

Stjuare 

Hour 

Horsepower 

Horsepowe 

tion 

Hlns. 

Hour 

Inch 

power 

Pounds 

HouTtPoundB 

Hour 

214 

379 

360 

361 

3207 

40-20-P 

120 

9116 

75.37 

412.9 

2.4 

22.1 

27415 

3210 

40-30-F 

120 

12227 

105.61 

677.3 

2.5 

21.2 

26692 

3206 

60-20-P 

105 

11865 

70.66 

579.5 

2,4 

20.5 

25586 

3205 

60-20-P 

45 

12474 

73.06 

599.2 

2.5 

20,8 

25971 

3201 

80*2Q^F 

120 

13927 

67.14 

733.5 

2.5 

19.0 

23934 

3209 

60-30-P 

90 

16137 

102.75 

842.5 

2.4 

19.2 

24029 

3227 

60-35-P 

90 

18633 

109.68 

899.4 

2.6 

20.7 

25978 

3223 

12(>-2Q!-P 

120 

17608 

56.36 

957,5 

2.2 

16.4 

23076 

3246 

40-75-F 

30 

23892 

178.83 

977,9 

3.6 

24.4 

31249 

3247 

40-e8-P 

15 

27624 

186.38 

1019,0 

6.9 

27,1 

34679 

3202 

80^30-P 

90 

19489 

96.12 

1050,1 

2.4 

16.6 

23345 

3212 

100-^5-P 

120 

19681 

82.62 

1129.0 

2.2 

17.4 

22162 

3206 

100-2&-P 

60 

20497 

82.82 

1131.9 

2.2 

18,1 

23036 

3211 

100-26-P 

30 

20577 

63.14 

1138.5 

2.6 

18.1 

22025 

3228 

170-.20-P 

120 

19916 

49.35 

1147.6 

2.6 

17,4 

21803 

3204 

60-40-P 

105 

23259 

114.53 

1252,4 

2.6 

18.6 

23649 

3203 

80>40-.P 

35 

23886 

115.54 

1262.9 

2,3 

18,9 

24053 

3242 

60.66-P 

30 

29195 

162.87 

1336.6 

4.4 

21,9 

27965 

3225 

140-25-P 

90 

23543 

70,16 

1341.6 

2.4 

17,6 

22491 

8244 

60-86-P 

15 

33466 

165.59 

1356.1 

5.0 

24,6 

31608 

3245 

60-75-P 

30 

31422 

166.33 

1364.3 

6.7 

23,0 

29360 

3221 

120-30-P 

120 

24397 

85.01 

1394.2 

2,5 

17,5 

22209 

3214 

100-40-P 

120 

26906 

104.83 

1432,7 

2,9 

18,8 

23205 

3236 

80-55-P 

30 

28983 

134.34 

1469.0 

4.0 

19.7 

25256 

3213 

100-40-P 

30 

26684 

108.18 

1476.4 

2.7 

18,0 

22866 

3215 

10(1-4  &-P 

120 

26303 

113.22 

1647.5 

3.1 

18.3 

23424 

3239 

60-56-P 

60 

31062 

142.72 

1660,7 

3,9 

19.9 

25689 

3a8 

14(1.3&-P 

120 

28260 

93.36 

1568.8 

3.2 

17.8 

22646 

3229 

160-S0-P 

120 

27487 

73.62 

1610.4 

2.6 

17.1 

22160 

3230 

120-40-P 

120 

26957 

99.51 

1632.2 

2.9 

17,7 

22780 

3241 

eo-6»-p 

60 

33642 

150.80 

1649.4 

3,1 

20,4 

26472 

3236 

100-50-P 

60 

30650 

121.23 

1657.0 

3.0 

18.5 

23920 

3216 

120-60-P 

60 

31336 

102U8 

1677.6 

3.4 

18.7 

24031 

3237 

100-55-P 

60 

32192 

126.55 

1729.6 

3.4 

18.6 

23915 

3222 

160-36-P 

60 

29934 

79.47 

1738.1 

2,9 

17.2 

21540 

3217 

120-6(1^P 

46 

32721 

108.71 

1783.1 

3.5 

18.4 

23653 

3220 

140-4(1-P 

60 

31399 

93.33 

1786,3 

3.0 

17.6 

22417 

3224 

170-36-P 

60 

30519 

78.04 

1813.4 

2.7 

16.8 

21593 

3236 

160-40-F 

60 

32320 

83.67 

1829.9 

3.1 

17.7 

22574 

SHEET  NO-2ry^_. 


Table  XI 1 1. 

INDICATED  HORSE-POWER. 

The  maximum  indicated  horse-power  was  1829.9,  attained  at  a speed  of  29  miles  per  hour  with  a cut-off 
of  40  per  cent.  The  coal  consumption  does  not  exceed  3 pounds  per  indicated  horse-power  hour,  except  at 
cut-offs  above  40  per  cent.,  and  the  steam  per  horse-power  hour  ranges  between  16.8  and  27.1  pounds. 


78 


1 16.  Fig.  43  illustrates  the  increase  in  the  heat  in  the  steam 
per  i.h.p.  hour  as  the  cut-off  is  increased,  and  also  as  the  speed 
is  decreased. 

Coal  and  Steam  Consumption  Based  on  Indicated 
Horse-power. 

1 17.  The  curve  in  Fig.  44  shows  the  dry  coal  fired  in  pounds 
per  hour  and  the  resulting  indicated  horse-power  developed.  It 
varies  slightly  from  being  a straight  line  between  400  and  1500 
i.h.p.  Above  1500  i.h.p.  the  coal  consumption  increases  at  a more 
rapid  rate,  and  the  indicated  horse-power  developed  per  1000 
pounds  of  coal  fired  per  hour  decreases.  This  is  no  doubt  due  to 
the  large  heat  loss  in  the  unbumed  fuel  at  the  maximum  rate  of 
firing  as  is  shown  in  Table  X. 

1 18.  From  the  coal  per  hour  curve  is  plotted  another  curve 
shown  immediately  below,  and  designated  as  the  coal  per  indi- 
cated horse-power  hour  curve.  From  this  curve  it  is  observed 
that  when  the  coal  rate  is  2.35  pounds  per  i.h.p.  hour  the  indi- 
cated horse-power  developed  will  reach  400.  As  the  power  of 
the  locomotive  is  increased  up  to  1500  i.h.p.  the  coal  rate  will 
gradually  increase  to  2.67  pounds  per  i.h.p.  hour,  and  at  the 
maximum  power  output,  or  1820  i.h.p.,  the  rate  is  3.04  pounds  per 
i.h.p.  hour. 

119.  In  Fig.  45  the  relation  between  the  steam  consumption 
in  pounds  per  hour  and  the  resulting  indicated  horse-power  de- 
veloped is  represented  by  a straight  line.  This  shows  the  indicated 
horse-power  to  increase  directly  with  the  steam  consumption 
throughout  the  entire  range  of  power  developed  by  the  loco- 
motive. The  steam  per  indicated  horse-power  hour  curve  on  the 
same  diagram  is  calculated  from  the  steam  per  hour  curve.  It  is 
presented  to  show  what  steam  consumption  may  be  expected  from 
this  superheated  steam  consolidation  locomotive  when  operating 
it  at  indicated  horse-powers  from  400  to  1820. 

120.  The  steam  consumption  is  seen  to  rapidly  drop  as  the 
power  output  is  increased  up  to  1200  i.h.p.,  whereupon  it  falls  off 
at  a more  gradual  rate.  This  is  characteristic  of  superheater  loco- 
motives, and  is  due  to  the  increase  in  the  degrees  of  superheat  as 


79 


,1 


LOCOMOTIVE : 
TYPE 


M.  P.  47B  C 

Pennsylvania  Railroad  Company 

Phu^dilpbia,  Bai,ti>ori  A WAtHinaToii  Raiuuiad  Cokpaht 
Nobtbibm  CrBTKio.  RAHWiT  Compart 
Wrst  Jbbsbt  & Sbasbobb  Raiuioad  Compart 

Bolletln 


TEST  DEPARTMENT 


No.  10 


T$8M  of  a ClAsa 


Altoona.  Pa Ir7r*l?14 


Fig.  43. 

B.  1.  u.  IN  THE  STEAM  PER  INDICATED  HORSE-POWER  HOUR  AND  CUT-OFF. 

The  heat  supplied  in  the  steam  per  indicated  horse-power  hour  increases  gradually  up  to  a 50  per  cent, 
cut-off,  after  which  it  increases  with  greater  rapidity. 


80 


M.  P.  C9C 


a » io»4 


LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

2 — 8»0  Pmi^DUHlA.  RuOTOMBa  4 WitHUieTOK  B^ilboau  Coxpabt 

' fXOfI  Nobtb«ib<  CtoTRU-  Railwat  Ck)*Pi»T 

M.9.bp.._...  No.A9_/ 

Bulletin  No — IQ. 


SHEET  No._„..Pr!i.l?3 

Tests  0-f  a Class  HaaB  Locnmo-tl.Yft.. 


Wmt  Jibsst  a Sbachobb  Railboad  Cokpavt 
TEST  DEPARTMENT 


Altoona.  Pa.  V»7"»1914 


Fig.  44. 

COAL  PER  HOUR  AND  HORSE-POWER. 

The  upper  curve  indicates  the  amount  of  coal  fired  per  hour  and  the  indicated  horse-power  produced  by 
it.  The  lower  curve  is  calculated  from  the  curve  above  and  represents  the  dry  coal  fired  per  indicated  horse- 
power hour. 


LOCOMOTIVE : 
TYPK.....J;?f.8-P 
CL>8S. 


Heel) 


287 


PENNSYLVANIA  RAILROAD  COMPANY 

Pan^oBLraiA,  BALTnou  A WAXHDiaToii  Raosoad  Cokfaitt 
Nostbebh  Cbhtbai.  Railway  Cobpabt 


6HCET  No 

Teet.fl.  ..Qf  .a  ..C.la«.B  .H8.el).  LQcg 


Wbat  Jbbait  a Hbabbobb  Railboad  Coktamt 
TEST  DEPARTMENT 


Bulletin  No.  XO 
..  Altoona.  Pa 


Fig.  45. 

STEAM  AND  HORSE-POWER. 

The  straight  line  represents  the  steam  supplied  to  the  engines  in  pounds  per  hour  and  the  horse-power 
developed  from  it.  The  curve  below  showing  the  steam  per  indicated  horse-power  hour  is  calculated  from 
the  straight  line  above. 


82 


the  indicated  horse-power  increases.  At  400  i.h.p,  the  steam  con- 
sumption to  be  expected  is  approximately  22  pounds  per  i.h.p.  hour, 
while  at  1800  i.h.p.,  the  steam  consumption  amounts  to  18  pounds 
per  i.h.p,  hour. 


Superheat  and  Water  Rate. 

121.  There  is  given  in  Table  XIV,  the  draft  in  front  of  dia- 
phragm in  inches  of  water,  the  indicated  horse-power,  B.t.u.  in  the 
steam  per  indicated  horse-power  hour,  superheated  steam  per  indi- 
cated horse-power  hour  in  pounds,  dry  coal  per  indicated  horse- 
power hour  in  pounds  and  the  superheat  in  the  branch  pipe  in 
degrees  Fahr.  The  table  is  arranged  according  to  the  increase  in 
the  branch  pipe  superheat,  and  is  presented  to  show  just  what 
takes  place  throughout  the  range  of  superheat.  It  is  seen  that  the 
superheat  increases  with  the  draft  and  the  indicated  horse-power 
(Fig.  35). 

122.  A comparison  of  the  fuel  consumption  of  an  H8b  satu- 
rated steam  locomotive,  an  H6b  saturated  steam  locomotive  and 
the  H8sb  superheated  steam  locomotive.  No.  387,  is  given  in  Fig. 
46.  The  H8b  and  H8sb  locomotives  are  similar  with  the  exception 
that  the  latter  has  a Schmidt  type  superheater  and  larger  cylin- 
ders. The  H6b  locomotive  has  a smaller  grate  area  and  heat- 
ing surface  than  either  of  the  H8  locomotives  and  it  did  not 
have  a brick  arch.  Its  cylinders  are  two  inches  smaller  in 
diameter. 

123.  The  remarkable  uniformity  in  the  coal  consumption 
per  indicated  horse-power  hour  for  the  H8sb  is  observed  at  indi- 
cated horse-powers  ranging  from  400  to  1300  i.h.p.  The  coal 
consumption  per  i.h.p.  hour  is  approximately  2.5  pounds  up  to  1300 
i.h.p.  and  from  there  on  it  increases  to  3.5  pounds  per  i.h.p. 
hour  at  1800  i.h.p.  The  exceptional  (higher)  results  were  obtained 
in  tests  of  30  minutes  or  less  duration  (see  Par.  115). 

124.  The  absence  of  an  arch  in  the  H6b  locomotive  no  doubt 
accounts  for  the  small  difference  in  coal  consumption  between 
it  and  the  H8b  saturated  steam  locomotive  at  corresponding 
indicated  horse-powers. 


83 


LOCOMOTIVE:  PENNSYL> 

type  2— $-0  Philadelphia 

CLASS  HSat  No. .307. west 

M.  P.470- A 8x10% 

3C1  4-28-12 

/ANIA  RAILROAD  COMPANY 

Baltimore  & Washington  Railroad  Company 

RTHERN  Central  Railway  Company 

Jersey  & Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin  NO .1.0 

. Altoona  Pa..  1—7—1914 

Sh 

Te 

EET  No P-119.6.. 

sts  of  a Class  Hash  LooomotlTe 

SDPERHEfiLT  AND  1ZATER  RATE. 

Test 

No. 

Test 

Designa- 

tion 

Draft 
Front  of 
Diaphragm 
Inches  of 
Water 

Indicat- 

ed 

Horse 

power 

B.t.u.  In 
Steam  Per 
Indicated 
Horsepower 
Hour 

Superheated 
Steam  Per 
Indicated 
Horsepower 
Hour .Pounds 

Dry 

Coal  Per 
Indicated 
Horsepower 
Hour  .pounds 

Super- 

heat 

in 

Branch 
Pipe  * 

222 

379 

381 

380 

230 

3207 

40-20-F 

0.9 

412.1 

27415 

22.1 

2.4 

97,32 

3205 

60-20-P 

1.3 

599,2 

25971 

20,8 

2.5 

101,20 

3206 

60-20-F 

1.1 

579.5 

25586 

20,5 

2,4 

108.92 

3201 

80-20-F 

1.7 

733.5 

23934 

19.0 

2.5 

125,69 

3223 

120-20-F 

2,0 

957.5 

23076 

18,4 

2,2 

126.77 

3209 

60-30-F 

2,0 

842.5 

24029 

19.2 

2.4 

130.05 

3210 

40-30-F 

1.5 

577.3 

26692 

21.2 

2,5 

130,64 

3202 

80-30-F 

2.4 

1050.1 

23346 

18,6 

2,4 

132,76 

3227 

60-35-F 

2.3 

899,4 

25978 

20.7 

2.6 

134.96 

3203 

80-40-F 

3,0 

1262,9 

24053 

18,9 

2,3 

144.98 

3228 

170-20-P 

2.9 

1147.6 

21803 

17.4 

2.6 

145,70 

3204 

80-40-F 

3.2 

1252.4 

23649 

18,6 

2,6 

152,14 

3212 

100-25-F 

2.3 

1129.0 

22182 

17.4 

2.2 

154,25 

3213 

100-40-F 

4.5 

1478.4 

22868 

18,0 

2.7 

155.46 

3221 

120-30-P 

3.7 

1394.2 

22209 

17.5 

2.5 

155.56 

3208 

100-25-F 

2.4 

1131,9 

23036 

18,1 

2.2 

157.00 

3211 

100-25-F 

2.6 

1138,5 

22025 

18.1 

2,6 

157.41 

3218 

140-35-F 

5.5 

1588,8 

22646 

17.8 

3.2 

162,70 

3245 

60-7 5-P 

7.8 

1364,3 

29380 

23.0 

5,7 

165.71 

3222 

160-35-F 

5.9 

1738,1 

21340 

17,2 

2.9 

167,47 

3220 

140-40-F 

5.9 

1786,3 

22417 

17,6 

3,0 

168,88 

3246 

40-7 5-F 

5.4 

977,9 

31249 

24.4 

3.6 

170,79 

3247 

40-88-F 

6.2 

1019,0 

34679 

27.1 

5.9 

171,32 

3242 

60-68-F 

6,0 

1336,1 

27985 

21,9 

4.4 

172.90 

3214 

100-40-F 

4,0 

1432,7 

23205 

18.1 

2.9 

176,20 

3225 

140-25-F 

3,2 

1341,6 

22491 

17,6 

2.4 

176,34 

3238 

80-55-F 

5.4 

1469^0 

25256 

19.7 

4.0 

179.32 

3215 

100-4 5-F 

5.1 

1547.5 

23424 

18.3 

3,1 

179,67 

3244 

60-86-F 

8.1 

1358,1 

31608 

24,6 

5.0 

182,03 

3229 

160-30-F 

4.6 

1610.4 

22160 

17.1 

2,6 

182.10 

3224 

170-3 5-P 

5.8 

1613,4 

21593 

15.8 

2.7 

185.03 

3237 

100-55-F 

6.2 

1729.6 

23915 

18.6 

3.4 

185,38 

3230 

120-40-F 

5.1 

1632,2 

22780 

17.7 

2.9 

188.46 

3216 

120-50-P 

6.3 

1677.5 

24031 

18.7 

3.4 

192.62 

3235 

160-40-F 

6.4 

1829.9 

22574 

17.7 

3.1 

193.93 

3239 

80-5e-F 

6,1 

1560,7 

25689 

19.9 

3.9 

194.54 

3217 

120-50-F 

6.6 

1783,1 

23653 

18.4 

3,5 

196.48 

3236 

100-50-F 

5.8 

1657.0 

23920 

18.5 

3,0 

200.64 

3241 

80-63-F 

6.7 

1649.4 

26472 

20.4 

3.1 

210,25 

Sheet  No. 

Table  XIV. 

SUPERHEAT  AND  WATER  RATE. 

A table  arranged  to  show  the  influence  of  the  superheat  upon  the  water  and  coal  rates.  Conditions  such 
as  cut-off  and  power  developed  obscure  the  effect  of  superheat. 


84 


Fig.  46. 

COAL  PER  INDICATED  HORSE-POWER  HOUR. 

The  application  of  a superheater  to  the  H8b  saturated  steam  locomotive,  and  the  enlargement  of  its 
cylinders  from  24  to  25  inches  in  diameter,  results  in  a very  substantial  saving  in  coal. 


85 


125.  Comparing  the  curves  for  the  H8b  and  H8sb  loco- 
motives, it  is  at  once  apparent  that  the  application  of  a super- 
heater to  the  H8b  locomotive  together  with  an  increase  in  cyl- 
inder diameter  has  materially  increased  the  economy  in  coal  for 
this  class  of  locomotives.  At  500  i.h.p.  the  saving  is  approximately 
24  per  cent.,  while  at  1500  i.h.p.  the  saving  is  45  per  cent.  There 
is  observed  a very  uniform  rate  of  burning  coal  up  to  this  point. 
Above  1500  i.h.p.  the  rate  of  combustion  for  the  H8sb  locomotive 
increases  materially.  Under  the  conditions  it  is  at  least  unusual 
for  the  rate  of  combustion  to  exceed  pounds  per  i.h.p.  hour  up 
to  1800  i.h.p.,  and  with  the  proper  air  supply  this  should  not 
exceed  3 pounds. 

126.  There  is  shown  in  Fig.  47  the  comparative  perform- 
ance of  the  H6b,  H8b  and  H8sb  locomotives  from  the  standpoint 
of  steam  consumption  per  i.h.p.  hour. 

127.  The  steam  consumption  of  the  superheated  steam  H8sb 
locomotive  decreases  as  the  power  output  increases  from  400  to 
1400  i.h.p.  From  this  point  the  increase,  if  any,  is  very  slight  up 
to  1800  i.h.p.,  or  until  the  capacity  of  the  boiler  is  reached.  At 
400  i.h.p.  the  steam  consumption  is  22  pounds  per  i.h.p.  hour. 
The  minimum  consumption,  or  17.6  pounds  per  i.h.p.  hour,  is 
obtained  at  1400  i.h.p.  and  at  the  maximum  power  output  the 
steam  consumption  increased  to  18.8  pounds  per  i.h.p.  hour. 

128.  The  saving  in  water  thus  effected  between  the  H8b 
saturated  steam  and  the  H8sb  superheated  steam  locomotives  is 
26.3  per  cent,  at  500  i.h.p.  and  35  per  cent,  at  1500  i.h.p.,  based 
upon  the  steam  consumption  per  indicated  horse-power  hour. 

129.  The  H6b  saturated  steam  locomotive  is  shown  to  be 
more  economical  in  steam  than  the  H8b  saturated  steam  loco- 
motive more  particularly  at  the  lower  corresponding  indicated 
horse-powers.  This  probably  is  due  to  the  fact  that  the  H6b 
locomotive  has  cylinders  two  inches  smaller  in  diameter  than  those 
on  the  H8b  locomotive.  The  size  of  the  H6b  cylinders  is  22 
inches  in  diameter  with  a 28-inch  stroke. 

130.  The  economy  in  steam  of  th^  H8sb  superheater  loco- 
motive as  compared  with  the  H8b  locomotive  using  saturated 
steam  is  due  primarily  to  the  superheater,  and  the  fact  that  the 
cylinders  were  increased  in  diameter  from  24  inches  to  25  inches 
for  the  use  of  superheated  steam. 


86 


Fig.  47. 

STEAM  PER  INDICATED  HORSE-POWER. 

A remarkable  saving  in  steam  is  apparent  when  comparing  the  curve  for  the  H8sb  superheater  with  the 
curve  representing  the  performance  of  the  H8b  saturated  steam  locomotive. 


87 


LOCOMOTIVE  PERFORMANCE. 


Dynamometer  Records. 

131.  We  will  now  consider  the  test  results  for  the  locomo- 
tive as  a whole,  or  the  drawbar  pull,  the  rates  of  coal  and  water 
consumption  per  drawbar  horse-power,  and  the  output  of  the 
locomotive  in  drawbar  horse-power  at  the  various  speeds. 

132.  Comparison  will  be  made  with  the  class  H6b,  the  typical 
freight  locomotive,  which  is  the  immediate  predecessor  of  the  H8 
and  H9  classes. 


Drawbar  Horse-power. 

133.  Table  XV  gives  the  drawbar  pull  obtained  during  each 
of  the  tests,  the  dynamometer  or  drawbar  horse-power,  the  dry 
coal  per  dynamometer  horse-power  hour,  superheated  steam  per 
dynamometer  horse-power  hour,  the  B.t.u.  in  the  steam  per  draw- 
bar horse-power  hour  and  the  thermal  efficiency  of  the  locomotive. 

134.  The  drawbar  pull  ranged  from  9723  pounds  at  30.5 
m.p.h.  with  a 20  per  cent,  cut-off  to  49,872  pounds  at  7.2  rn.p.h. 
and  88  per  cent,  cut-off.  This  pull  of  49,872  pounds  is  3582 
pounds  above  the  rated  tractive  force,  which  is  arbitrarily  based 
upon  80  per  cent,  of  the  boiler  pressure  as  mean  effective  pressure 
and  represents  the  maximum  pull  which  can  safely  be  counted 
upon  under  average  conditions.  The  locomotive  was  operated 
with  a wide-open  throttle  during  all  of  the  tests. 

135.  The  dynamometer  horse-power  was  314.2  at  7.2  m.p.h. 
with  a 20  per  cent,  cut-off  and  1587.8  at  17.97  m.p.h.  and  a 55 
per  cent,  cut-off. 

136.  The  coal  consumption  ranged  between  2.6  and  4.3 
pounds  per  d.h.p.  hour  and  the  steam  coxxsumption  from  20.2 
pounds  to  29  pounds  per  d.h.p.  hour.  In  discussing  the  coal 
rates,  we  will  omit  reference  to  tests  of  30  minutes  or  less,  as  they 
were  run  primarily  to  obtain  a pull  speed  curve  and  the  time  of 
the  test  was  too  short  to  make  accurate  measurements  of  coal 
used. 


88 


137.  The  thermal  efficiency  of  the  locomotive  ranged  from  6.7 
per  cent,  to  2.9  per  cent.  The  highest  thermal  efficiency  obtained 
from  the  H6b  saturated  steam  locomotive  was  5.22  per  cent.,  while 
the  thermal  efficiency  of  the  H8b  locomotive  reached  5.47  per  cent. 

138.  The  limit  of  power  is  shown  in  Fig.  15.  Up  to  a rate  of 
firing  of  about  100  pounds  per  square  foot  of  grate  per  hour,  there 
is  a corresponding  increase  in  dynamometer  horse-power.  If 
coal  is  fired  at  rates  above  100  pounds,  there  may  even  be  a de- 
crease in  power.  Sixteen  hundred  dynamometer  horse- power  is 
then  about  the  maximum  possible. 

139.  The  steam  consumption  per  indicated  horse-power  hour 
at  each  speed  throughout  the  range  of  cut-off  is  shown  in  Fig.  48. 
It  is  observed  that  the  most  economical  cut-off  is  at  30  per  cent, 
of  the  stroke  and  that  an  economical  range  of  cut-off  is  found 
between  20  and  40  per  cent,  of  the  stroke.  At  each  speed  the 
steam  consumption  per  indicated  horse-power  hour  decreases 
slightly  with  an  increase  in  the  cut-off  until  a 30  per  cent,  cut- 
off is  reached,  beyond  this  cut-off  it  increases  rapidly  at  slow  speeds 
down  to  and  including  60  r.p.m  (10.8  m.p.h.).  The  steam  con- 
sumption per  indicated  horse-power  is  high  at  cut-offs  above  50 
per  cent.  The  most  economical  cut-off,  however,  as  will  be  seen, 
may  be  utilized  only  when  the  locomotive  can  be  worked  well 
within  its  maximum  as  to  boiler  capacity  and  cylinder  power, 
which  maximum,  as  shown  by  Fig.  48,  requires  a cut-off  between 
88  per  cent,  in  full  gear  and  seldom,  if  ever,  less  than  the  42  per 
cent,  necessary  at  30  m.p.h.,  about  the  maximum  speed  for  this 
class  of  locomotive. 

140.  The  indicated  horse-power  at  like  cut-offs  with  an  in- 
crease in  speed  and  also  at  like  speeds  with  an  increase  of  cut-off  is 
shown  by  Fig.  49.  At  speeds  up  to  80  r.p.m.  (14.4  m.p.h.)  the 
increase  in  power  following  an  increase  in  cut-off  is  less  rapid  than 
at  higher  speeds,  in  other  words^  for  a given  increase  in  cut-off  at 
any  two  speeds  there  is  approximately  the  same  increase  in  mean 
effective  pressure,  making  the  increase  in  power  nearly  propor- 
tional to  the  speed. 

Maximum  Power  of  Locomotive. 

141.  The  maximum  drawbar  pull  of  the  H8sb  locomotive,  at 
any  given  speed,  as  limited  by  the  capacity  of  the  boiler,  was  at- 
tained when  approximately  33,700  pounds  of  water  was  evapo- 
rated, and  furnished  to  the  cylinders  per  hour. 


89 


LOCOMOTIVE 

TYPE JSr-Q.rO..-. 

CLASS.lBSto 

M.P.479-A 

ex  10% 

PENNSYLVANIA  RAILROAD  COMPANY 

Philadblphia,  Baltimore  & Washinoton  Railroad  Compahv 
__  Northern  Central  Railwav  Company 

No ^7_,_  West  Jersey  ft  Seashore  Railroad  Company 

Sheet  No £r?l2Ql- 

Tests  of  a Class  H8sb  Locomotive. 

'fcr’MW  1 mbn  i 



Al  TOOMA  P*  1a"7— 1914 

DRAWBAR  HORSBPOWER 

Test 

No. 

Test 

Designa- 

tion 

Bor  ac- 
tion 
of 
Test 
Uins. 

Drawbar 

Pull 

In 

Pounds 

Dynamometer 

01* 

Draw 

bar 

Horsepower 

Dry  Coal 

Per 

Dynamometer 

Horsepower 

Hour 

Superheated 
Steam  Per 
Dynamometer 
Horsepower 
Hour 

B.t.u.in 

Steam 

Per  Drawbar 
Horsepower 
Hour 

Theznal 

Efficien- 

cy 

Of  Locoru 

Per  cent 

265 

383 

364 

365 

399 

3207 

40-20-P 

120 

16331 

314.2 

3.1 

29.0 

35953.4 

6.6 

3206 

60*20-P 

105 

15653 

452,9 

3,0 

26.3 

32809.2 

6.8 

3206 

60-20-P 

45 

16221 

468.3 

3.1 

26.0 

33229.3 

5.6 

3310 

40-30-P 

120 

24524 

472.0 

3.1 

25,9 

32652.8 

5.6 

3201 

80-20-P 

120 

14060 

540.9 

3.4 

26.8 

32455.1 

5.1 

3209 

50-30-P 

90 

23480 

677.9 

3.0 

23.8 

29869.6 

5.6 

3227 

60-3&-F 

90 

26323 

760.0 

3.1 

24,5 

30717.6 

6.2 

3223 

120-20-F 

120 

13348 

770.8 

2.6 

22.8 

27781.4 

6.6 

3228 

170-20-F 

120 

9723 

795.4 

3.7 

25.0 

51465.8 

6.2 

3202 

80-30-F 

90 

22696 

873,7 

2.9 

22,3 

28171.7 

6.1 

3246 

40-76-P 

30 

48855 

878.8 

4.0 

27.2 

34769.6 

4.5 

3211 

100-25-F 

30 

18630 

896.5 

3.3 

23.0 

29081.5 

6,3 

3208 

100-25-F 

60 

18670 

896.4 

2.7 

22.8 

29023.6 

6.4 

3212 

100-25-P 

120 

19542 

940,4 

2.6 

20.9 

26631.6 

6,7 

3247 

40-88-F 

15 

49872 

955.7 

6.3 

28.9 

36974.4 

2.9 

3203 

80-.40-F 

30 

27562 

1061,0 

2.6 

22.5 

28619.2 

6.3 

3225 

140-25-F 

90 

15884 

1070.1 

3.0 

22.0 

28196,8 

6.3 

3204 

80-40-F 

105 

28053 

1079,9 

3,0 

21.5 

27425,3 

5.9 

3221 

120-30-F 

120 

19779 

1142 ;l 

3,0 

21.4 

27111,6 

6.1 

3242 

60-68-F 

30 

41816 

1202.9 

4.8 

24,3 

31084.0 

3.7 

3245 

60-7 5- F 

30 

42865 

1232,2 

6.3 

25.6 

32529.4 

2.9 

3213 

100-40-F 

30 

25788 

1240,9 

3.3 

21.4 

27244,6 

5.3 

3214 

100-40-F 

120 

25957 

1249,1 

3.3 

20.7 

26566.6 

5.6 

3244 

60— 86— F 

15 

44284 

1273,0 

5.3 

26,3 

33721.2 

3.4 

3229 

160-30-F 

120 

16628 

1280,2 

3,2 

21.5 

27819.4 

5,9 

3238 

80-55-F 

30 

33847 

1297.3 

4.5 

22,3 

28598.4 

4.2 

3218 

140-35-F 

120 

20131 

1366.2 

3.8 

20.8 

26530,0 

4,9 

3215 

100-4  5-F 

120 

28373 

1365,3 

3,5 

20.7 

26549.6 

5.2 

3239 

80-58-F 

60 

36898 

1414,2 

4.3 

22,0 

28340.0 

4.6 

3230 

120-40-F 

120 

24645 

1423.1 

3.3 

20.4 

26127,0 

5.8 

3222 

160-35-F 

60 

18515 

1425,5 

3,6 

21.0 

26721,6 

5,1 

3241 

80-63-F 

60 

37602 

1437.4 

3,6 

23.4 

30438.9 

5.3 

3224 

170-3&-F 

60 

17835 

1459.0 

3.3 

20,9 

26846,3 

5.7 

3216 

120-50-F 

60 

25758 

1487,4 

3.9 

21,1 

27267,1 

4.7 

3236 

100-50-F 

60 

31518 

1516,6 

3.2 

20,2 

26133.7 

5.9 

3235 

160-40-F 

60 

19924 

1534,0 

3,6 

21,1 

27072,1 

6,3 

3220 

140-40-F 

60 

22791 

1535.4 

3.5 

20.5 

26080,3 

5,3 

3217 

120-50-F 

45 

27184 

1569.7 

4.0 

20.9 

26868.0 

4.6 

3237 

100-55-F 

60 

33141 

1587.8 

3.7 

20,3 

26051.2 

5,2 

Sheet  No.. 

Table  XV. 

DRAWBAR  HORSE-POWER. 

The  drawbar  pull  developed  ranges  between  9723  pounds  at  30.5  miles  per  hour  with  a 20  per  cent,  cut- 
off, and  49,872  pounds  at  7.2  miles  per  hour  and  88  per  cent,  cut-off.  The  maximum  dynamometer  horse- 
power is  1588. 


90 


Fig.  48. 

STEAM  PER  INDICATED  HORSE-POWER  HOUR  AND  CUT-OFF. 

This  diagram  is  used  in  calculating  the  maximum  drawbar  pull.  It  is  observed  that  the  most  economical 
cut-off  for  this  locomotive  is  at  30  per  cent,  of  the  stroke,  and  the  most  economical  range  of  cut-off  is  between 
20  and  40  per  cent,  of  the  stroke. 


91 


Fig.  49. 

INDICATED  HORSE-POWER  AND  CUT-OFF. 

This  diagram  is  used  in  calculating  the  maximum  drawbar  pull.  The  "X"  represents  the  maximum 
or  critical  cut-off  at  each  speed.  At  speeds  up  to  80  r.p.m.  (14  m.p.h.)  an  increase  in  cut-off  produces  but  a 
moderate  increase  in  power.  Above  this  speed  the  power  increases  rapidly  as  the  cut-off  is  extended. 


92 


1 42.  The  drawbar  pull  that  this  locomotive  is  capable  of 
sustaining  at  various  speeds  and  cut-offs  for  a considerable  period 
has  been  determined  by  the  method  as  outlined  in  previous  Bul- 
letins (see  Bulletin  No.  5,  page  27).  Referring  to  Figs.  48  and 
49,  where  the  steam  per  horse-power  and  horse-power  are  shown 
for  each  cut-off,  the  points  X have  been  selected  at  like  cut-off  for 
each  speed,  such  that  the  product  of  these  two  quantities,  is  closely 
equal  to  the  boiler  capacity  33,700  pounds  of  water  evaporated  per 
hour. 

143.  Table  XVI  following,  presents  the  results  in  maximum 
pull  obtained  by  the  aid  of  these  diagrams. 


TABLE  XVI. 


Consolidation  Type  Locomotive,  Class  H8sb  No.  387. 


t Spet 

R.  P.  M. 

SD 

M.P.H. 

Cut-off 

IN 

Per 

Cent. 

Steam 

Per 

I.  H.  P. 
Hour, 
Pounds 

1 1 

1 Maxi  | 
MUM  In-  ' 

DICATED 

Horse- 

Power 

Total 

Steam 

Per 

Hour, 

Pounds 

Average i 
Machine  1 
Friction  j 
inD.H.P. 
Pounds  j 

EsTIMAT-j 
ED  Maxi-. 

MUM 

D.  B.  P. 
Pounds 

Actual 

Maxi- 

mum 

D.  B.  P. 
Pounds 

1 

2 

3 

1 4 

i 

5 

1 

' ® 

7 

8 

9 

40 

7.19 

97.5 

32.10 

1050 

33705 

4763 

50529 

49872 

60 

10.78 

81.0 

24.15 

1390 

33568 

4536 

44118 

44284 

80 

14.44 

63.0 

20.05 

1680 

33684 

4735 

38894 

37502 

100 

17.97 

55.0 

18.88 

1785 

33700 

4039 

33015 

33141 

120 

21.56 

49.0 

18.13 

1855 

33631 

3654 

28029 

27184 

140 

25.16 

46.0 

17.80 

1895 

33731 

3752 

24009 

22791 

160 

28.75 

43.5 

17.60 

1920 

33792 

4076 

20808 

19924 

170 

30.50 

42.0 

17.50 

1930 

33775 

4338 

19495 

17835 

144.  The  calculated  maximum  drawbar  pull  thus  obtained, 
is  plotted  with  the  speed  in  m.p.h.  in  Fig.  50.  Eight  points  are 
shown  representing  the  maximum  drawbar  pull  for  speeds  which 
ranged  from  7.2  to  30.5  miles  per  hour. 

145.  On  the  same  diagram  are  shown  curves  drawn  through 
points  of  like  cut-off  representing  the  actual  drawbar  pull  at 
various  speeds  and  cut-offs  ranging  from  20  to  75  per  cent. 

146.  A study  of  the  drawbar  pull  curve  shows  that  at  18  miles 
per  hour  the  H8sb  locomotive  can  develop  33,000  pounds  drawbar 
pull,  with  a wide-open  throttle  and  a 55  per  cent,  cut-off.  At 
this  point  for  55  per  cent,  cut-off  the  maximum  capacity  of  the 
boiler  is  reached.  Consequently  at  speeds  greater  than  18  miles 
per  hour  the  cut-off  must  be  below  55  per  cent. 


93 


U.P.  <nc 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPE  £,  PaiLADauviA,  Baltwobi  A WAsanaToa  IUilboad  CoarAJtT 

IT  K tjwaV*  NoBTBtBH  Cbbtbai.  Bao-wat  Compabt 

CI-A9A  ..  No-  , WlAT  JauBT  A Hbashom  Raiukoad  CoKPABT 

_ TEST  DEPARTMENT  Bollstljl 

SHEET  NO._.£^1£uX 

Teptff  .of  .A..C.la,6f...S$.8b  LpCQBWjtlvci.. altoona, 

1 1 loM 

io-18-ia 

1 No 10 

PA  L-7-1914 

IB 

Si 

i| 

I TT51 

pfj 

i.i.i;: 

w 

+w 

Mllii 

pit 

|| 

P4T[j| 

If 

■111 

i 

I 

1 

1 

I 

44 

1 

fit 

ftt 

1 

1 

fej 

1 

1 

lit- 

IP 

11 

III 

4il 

1 

ilililBljj 

HiPliiiSPif 

|||p||||| 

;nlii  III  ilEli^il! 
IllliiiSiiii 

i 

b!i 

Ii 

ll^ 

A 

jiK 

ii 

I 

Si 

||| 

li 

i| 

1 

Ms 

ii 

i|l 

ill 

II 

f 

1 

44 

jp 

i 

j: 

k 

III 

1 

I 

! 

\i 

1 

1 

i 

fife 

ill! 

1 1 

1 il 

liil 

ilti 

if 

ill 

1 

Ijl  II 

il 

i| 

il 

pi  1 ntf 

II 

li 

II 

nrTit 

i 

Tp  '4 

i 

B 

fen 'if 

i 

ii 

i 

iill 

,!i| 

i 

1 

1 

'p 

44 

® 

1 

fe 

I 

I't 

1 

fei 

w 

liji 

ili4 

t 

IP 

1 

Si*' 

pfe 

! 

m 

A 

S 

li 

ii 

Ml 

ffli 

ill'll 

4 Ilii' H 

fill 

1 

1 '' ' 

III 

il 

l-int 

Ilii 

I Tltll 

s 

-1^ 

1 

ill' 

ite 

fif 

-1 

!ii  11  i| 

Ij  II  j| 

b|]| 

I 

m 

Mi 

ii 

il 

!l  I| 

§■ 

ini 

ITl 

u~^ 

r.n 

lifj 

pi 

ife! 

ip 

iiif 

iffi 

[if  ||j| 

m 

ii 

Ml- 

pt 

life;; 

1 

;w 

1 

p 

nil 

fe. 

IjH 

1 

1 

ifei 

If 

EH 

ii 

fell 

li 

■ 1 j j- : ^ 1 1 |i 

W 

SI 

liil 

in 

!lP 

''i, 

ilnl 

p 

i 

Uit 

E 

sii 

if  I 

Il  w 

li  : i 

11 

W j|^  |ijt  ^ ij 

ifil 

It 

II 

iH  I I II 

Wj  jiji 

iill 

6l 

111 

ri-ij  ij.ji 

Ifiiii 

uUiili 

|!!j  :j|! 

II 

li 

ii 

11: 

il 

liM 

14  a 

il 

Si 

ft 

R 

it 

w 

ii 

il 

in 

|il; 

vll 

4| 

ilii 

Jp 

f 

S 

m; 

1 

1 

ifet 

S+i 

iiif 

Pi 

m 

1 

1 

I 

1 

i 

S 

i 

1 

ilii 

1 

1 

i 

i 

il 

PjtF 

ttiaf 

P;4 

P 

i| 

4 -ip 

Ti 

pp- 

ipL; 

isil 

II! 

Pi 

iiin 

1 

ii’l  ,f;| 

m 

firp 

'■'■'ill 

tip 

i 

i 

1 

1 

4 

H' 

M 

li 

plplf 

1 till 

illllii 

i 

4£i 

il 

Mil 

Si 

iii+pl 

UiiuP-i- 

^'4 

iSlil 
''few  4 

1^14  H 

1 

m 

tttr 

iP 

# 

in. 

H 

j 

1 

IP 

M 

44 

f4 

If 

n -fe 

444 

tH+rri'l-ll 

PtP- 

iPt 

Ij 

^ in 

ii 

1 1 

1 i 

iiiM 

Wl-i 

li 

l iiii  ;i 

iMjj 

liii 

-•fei 

ii 

ifi 

p- 

1 

Si 

it 

ItP 

111 

|!  J|0| 

li 

Ui  ' i 'oJ 

11 

i Ul 

m 

L 4! 

ip 

li-l 

mt 

111 

if 

1 

.nil 

1 

fet 

PI 

ip 

P 

% 

ife 

M 

a 

:u’ 

i-i-i 

liSi 

p 

m 

.Ip'. 

[liS 

iiff 

[ill 

il 

li 

itj  n[!  fiij  ||ffi j||t 

fm 

If 

|m;  in 
r i- 

pTiT 

iintli 

Mill 

1 liS  ij 

ilii 

lilt 

iilli 

P 

1 

TTIT 

44 

TtjT 

li 

ill 

fill 

s m 

fill 

tytTttr 

IfTT  t"t|- 

l'  L-'' 

i iii! 

• ' 

141  Ml 

ii.  1 i j i 1 ri  r 

i 

i 

P 

jfi 

pt 

44 

-'if: 

pyr 

ii 

p PI 

■;.4l  J-U|  4-: 

liipi 

s il 

(IlSe-- 

iliiUpt 

ill'lfii 

ii 

ii 

ii  til 

]'4  iVif 

i ’ 1! 'll  j 

p 

pi 

i 

I 

Iji 

ffi 

1 

tfTf 

■‘fep 
111  4 

fjpi 

iL  lUl 

pMi 

iitf  in 

fe  il 

ill 

£ 

ill 

li 

liil  1'! 

pTJtjl 

rw 

-ii.-ilM'  !- 

1 tP  ■ 1' 

I > I-!  n '^ 

Pi 

a Jfe-.-  ilL. 

m 

-feH 

■P 

yrr 

:iil 

P 

1 

i 

s 

ill; 

iH'li 

r it 

I 'U- 

Emm  ! 

S till 

ill  iill 

Ml 

.i  ! jV: 

p 

S: 

fill  [jn 

, ;iin 

1 ' ;':  ■' 

If 

■ Il 

“r-.-rfe 

i'i 

1 

iff 

u 

Si 

1'* 

FIT 

li); 

i 

It 

II  iill 

III 

iiiiiil 

Iill!  Ill:  ; 

iiS 

III 

:-  M ii  il  l 1 

si 

llililii 

11 

ii 

3 

(iiSSi 

Ilii 

Tn*tfT  Wf 

QB 

1.1. 

TtTT 

iiu 

i 

I 

i 

Ml 

iPfM 

81 

Mi 

liiL  r 1 1 

iiffi 

litltni 

Sli 

m 

M 

1 

[ilii 

I 

i 

1 

Fig.  50. 

DRAWBAR  PULL  AND  SPEED. 

The  actual  and  eatimated  maximum  drawbar  pulls  at  speeds  from  7 to  30.5  miles  per  hour. 


94 


147.  Further,  if  the  drawbar  pull  is  to  rise  above  33,000 
pounds  we  must  increase  the  cut-off  above  55  per  cent,  and  at  the 
same  time  decrease  the  speed. 

148.  There  is  shown  in  Fig.  51  the  drawbar  pull  for  the  H6b 
and  H8b  saturated  steam  locomotives,  and  the  H6sb  and  H9s 
superheated  steam  locomotives.  The  curves  represent  the  actual 
performance  of  these  locomotives  while  in  road  service  and  are 
plotted  from  dynamometer  car  records. 

149.  Referring  to  Fig.  50,  it  may  be  observed  that  the  curve 
for  the  H9s  locomotive  shown  in  Fig.  51  checks  the  theoretical 
curve  representing  the  performance  of  a similar  locomotive,  the 
subject  of  this  Bulletin. 

150.  Comparing  the  drawbar  pull  for  the  superheated  steam 
locomotive  H9s  and  the  saturated  steam  locomotive  H8b,  the 
H9s  is  23  per  cent,  more  powerful  than  the  saturated  steam 
locomotive  at  12  miles  per  hour.  Likewise  comparing  the  H6sb 
superheated  steam  locomotive  and  the  H6b  saturated  steam  loco- 
motive, the  H6sb  locomotive  has  a 15  per  cent,  greater  drawbar 
pull  at  12  miles  per  hour.  These  curves  are  representative  of  the 
present  day  possibilities  of  this  class  of  power,  and  indicate 
plainly  the  advantage  to  be  obtained  by  a superheater  and  the 
still  greater  gain  to  be  obtained  by  increasing  the  diameter  of  the 
cylinders  when  applying  a superheater  to  a saturated  steam 
locomotive,  as  was  done  with  this  H8sb  locomotive,  making  it 
equivalent  to  the  class  H9s. 

151.  The  recommended  tonnage  rating  of  the  saturated  and 
superheated  steam  consolidation  locomotives  in  freight  service  is 
shown  by  the  following  table : 

Comparison  of  Tonnage  Rating  on  Three  Divisions  Showing 
Recommended  Increase  in  Rating  of  Superheater 
OVER  Saturated  Steam  Locomotives  from 
Results  of  Road  Tests. 

New  York  Division — Eastbound. 

Ruling  Grade  0.4  per  cent,  for  1.3  miles,  Lawrenceville. 

Car  Factor  18.  Rating  Speed  8 m.p.h. 


Locomotive  Class 

Weight  of 
Train, 
Adjusted 
Tons 

Increase  in  Rating 

H6a-b  Saturated-... 
H6sb  Superheater 
H8b  Saturated.... 
H8sb  Superheater 

H9s  Superheater 

4275 

4950 

5100 

5350 

5900 

15.8  per  cent,  over  H6a-b. 

5 per  cent,  over  H8b. 
j 15.7  per  cent,  over  H8b. 

\ 38  per  cent,  over  H6a-b. 

95 


M.  P.  479  C ■ g » 

11-20-13 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

^ Q ^ PaiLADXLrmLk,  BA],TiBOBa  A Wasbimotoh  Raqjioad  Compabi 

TYPE »xo>7  Nokhkbb  Cbktkai.  Railwat  Company 

CLASS  No.-.r.?7 Wwt  Jmubmt  A Sbabsorb  Railboad  Company 

- TEST  DEPARTMENT  Bulletin  No IQ 

SHEET 

lenta  Of  a Claiw  Haab  _ Altoona.  Pa_ 

5 

W 

ii# 

m||4H[ppw 

IS 

w 

M 

m 

Ml 

im 

Ml# 

lip 

ii 

wf 

Si 

irit 

iff 

P 

wM 

pi 

pipl 

Sli 

MS 

ip 

s 

m 

S 

It 

1 

nisi 

nil 

niio  mi 

li 

IIM 

|:u:  ilHiH 

lim  Jill  III  Ills 

11 

-n 

Tt 

■1 

¥ 

ii 

II 

P 

1 

i| 

IS 

ii 

ji 

fl 

I 

i 

s 

1 

i 

iif 

::  ffi 

Hi:! 

yiliilH  lUi 

liliilingHI 

iiHimiiiHyii 

1 

II 

4; 

Ptf 

ii 

|§|ip| 

if  ip 

SI!! 

StS 

w 

1 

i I 

pi' 

illiNlPliif 

immiii 

i»! 

III 

1 

1 

1 

1 

1 

1)1 

iff! 

Ifl 

Ill 

m 

P 

1 

I 

i| 

11 

1 

g;g;aM  jj: 

iulS: 

^ 11  iii  1 

III 

■ 

fc 

1 

li 

1 

1 

[! 

1 

pi 

ii 

il 

1 

a 

S^ii 

ffi-  P j: 

i| 

ffi 

m 

i 

1 

li , : 

ffff 

4f 

1 

i 

ffS 

M 

Iff 

1 

1 

if* 

£ 

1 

Ipli 

1^ 

8B 

ip 

s 

i 

1 

P 

if 

ii 

ij’  ''.it 

rit^ 

1 

iPr 

3 

if 

1 

ill 

ifti 

Ipl 

li 

1 

1 

1 

It 

ii& 

ii 

Pfs 

if 

||| 

ii 

I 

St' 

li 

I 

Il|l3 

ii|| 

i8i 

111 

i 

31 

IH 

ISii 

yi 

III 

i! 

1 

i 

HI 

1 

If 

jiffi 

11 

i 

II 

1 

r'l'ilf  3 

ipi 

lift 

ilft 

ii 

s 

p 

lit 

; 12.  #,•  • ii-L 
iT  mT  ^ 1 

is 

if 

ii 

|E 

li 

Pill 

1 

1 

pS: 

siii 

IsP 

i|| 

B 

1 

iff 

1 

I 

1 

I 

iii 

ij 

Pf! 

p 

1 

1 

1 

1 

i 

1 

1 

1 

i 

ij 

Hi’J-  Hh 

m 

iSl 

m 

1 

1 

1 

l! 

ii 

1 

Pii 

"Mi 

1^ 

i|l| 

li 

pj 

gp 

1 

1 

il 

li 

Pip 

ill 

8 

I 

S 

il 

flp 

IS 

9 

is 

1 

ft 

Sit 

P 

ii 

1 

njH  if- 

ill 

pliil 

m 

1 

s 

m 

li 

HI 

s 

ill' 

III 

|i 

iS 

l!i 

¥ 

s 

p 

p 

M 

i: 

ii 

Pi 

m 

§10 

i 

fc 

1 

... 

I 

IIP 

ii 

m 

i 

i 

1 

4<|:;| 

li 

{iri 

nf] 

iH-h'  F|+Hlt"ff  "i'" 

ill 

il 

1 

ill- 

■p  ^ ^ ; '[|i- 

11 

ii 

li 

nil! 

mm 

1 

1 

1 

1 

m 

1 

Is 

ip 

:?pff 

mM 

iifii 

Ifli 

Ijx  Tpff  I 

iiis 

iiiiii 

p 

IP 

y yy 

S 

Iritt---* 

s 

I® 

Sa 

i 

i 

m 

si 

4 

m 

i 

1 

Fig.  51. 

DRAWBAR  PULL  AND  SPEED. 

Drawbar  pulls  for  the  H6b  and  H8b  saturated  steam  locomotives  and  the  H6sb  and  H9s  superheated 
steam  locomotives  from  records  made  by  a dynamometer  car  in  road  tests.  A comparison  of  pulls  at  a speed 
of  12  m.p.h.  shows  that  the  superheater,  H9s,  is  23  per  cent,  more  powerful  than  the  saturated  steam  H8b, 
and  the  H6sb  shows  a pull  15  per  cent,  above  that  of  the  saturated  steam  H6b. 


96 


Pittsburgh  Division. 

Car  Factor  4 
Rating  Speed  10  m.p.h. 


Eastern  Slope 

Ruling  Grade  1.88  Per  Cent. 
FOR  9 Miles 

Western  Slope 

Ruling  Grade  1.12  Per  Cent. 
FOR  3.5  Miles 

H6a-b  Saturated.— 
H6sb  Superheater. 
H98  Superheater. 

615 

725 

850 

17.9  per  cent,  over  H6a-b. 
38.2  per  cent,  over  H6a-b. 

1035 

1225 

1550 

18.3  per  eent.  over  H6a-b. 
50.0  per  cent,  over  H6a-b. 

Philadelphia  Division. — Low  Grade. 

Ruling  Grade  0.3  per  cent,  for  25  miles,  Creswell. 
Car  Factor  40. 

Rating  Speed  10  m.p.h. 


H6a-b  Saturated  - 

5100 

H8b 

Saturated- 

5700 

H8sb 

Superheater 

6275 

10  per  cent,  over  H8b. 

H9s 

Superheater 

6825 

f 19.7  per  cent,  over  H8b. 

\ 33.8  per  cent,  over  H6a-b. 

These  ratings  have  been  worked  out  from  road  trials  with  the 
dynamometer  car  and  are  apparently  correct  for  use  on  these 
divisions. 


152.  To  illustrate  further  the  effect  of  highly  superheated 
steam  in  the  operation  of  the  consolidation  type  locomotive,  Fig. 
52  is  presented.  Here  the  piston  speed,  in  feet  per  minute  is  shown 
with  the  weight  of  steam  per  i.h.p.  hour  for  the  H8sb  superheated 
steam  locomotive,  the  H8b  and  H6b  saturated  steam  locomotives. 


97 


M.  P.  <79  C 

LCX:OMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPE  J ft  ft  Pnu.AJmi.rHiA,  Baltihobi  A WAeBmeTOH  Railboad  Coururt 

” ' Hobtbabb  Cbbthal  Raii,wat  CkmPAMT 

CLASS  AV.ft.P. No28!I -Wbat  Jbbabt  A Hbaahorb  Raiuioad  Cohpabt 

_ TEST  DEPARTMENT 

SHEET  No.  _3?rl2Q4 

..11^  


« « ioH 

10-15-U 

Ballatln  No.  10  

Altoona.  PA.._.?^r7.-l?<l4 


Ill  lilli 

iii 

mf' 

h!r- 

FF 

Flit 

SH 

1 

■ 

mm 

ls4|p|; 

Pff 

■ 

l:;|i 

'FTh’i 

pi 

M 

lilt 

flPifff 

I : ^ ijf  L 1 1^4-  ||:  j 

: j|j. : |l^ 

'*1  rrii 

p jiff 

S + : ± ft : ; 1 H 4 

■iftffiS:  I 

i 1 ftftft 

ipiiii 

IMi 

ill 

iiff 

■1  rf  If  i 

P: 

pi 

Iil 

1 

fipi 

Ilfl' 

Ilf" 

Jij 

ilfl  BpStf  M 

pfi  Bu 

1;  I'l  1 HJ  1 f"  f 

tmm 

-Iw 

■h44  ■ 

pp 

III 

1? 

8 Jg  i 

i III j||: 

IjWHH 

Ilii 

|;S| 

Fit 

iil* 

ii 

pH 

ill 

11 

n n flit  ' 

ippig 

3^SS|: 

IjB 

J: 

m 

iii 

p 

pH|j|  5 

fn  i -'i 

IH 

SSIlMr 

3H  ifi  1 p 

IyIT'  y ( 

Wt 

j'-t 

”44 

pppf 

ilpfip 

SB 

i 44  ffii 

^TTF 

ii 

. Ml  . . . .t. 

:py.-p 

-r;j  - 

yFpPi: 

if™ 

ffiSis±;3;p; 

‘‘  r IF  •• 

i 

j'l:  PIHI 

pBHj'sip 

iil 

III 

tnj 

ip 

PpHI 

■'Ilfl- 

HfEpp 

tjiH 

FF  ■ 

} - T'  ' ^ ! 

ii 

Sip 

i 

pH  ; m iffi  j 

"'Hip- 

tgin 

pt  vi;;;; 

t ili'l 

iii 

FlilS 

Ww-' 

ifftF 

t -A 

ii 

iff  ft! 

„£  US  iiS  m: : 

llP  p}^ 

^91 

}jj 

Hr  -[r 

fe  j;-  lilT 

IjlfSfj!. 

rBhi' 

iff  ,-;i 

(■Y+tti 

Im 

Iii 

iMi 

flfjli: 

pffl 

j|ji| 

illi 

kfl 

1 

ii 

tl 

pi 

p 

Ilf 

ife|j|| 

Ii 

ilii 

III 

pi. 

iii  iff' 

tf  Y i 

IJ..  -If* 

il 

1 up!: 

p 

jlsll: 

iill 

H 

umM 

afill  1 

Ift 

pi 

liip 

lipi- 

■ ipplj 

Hi 

I sii 

ill 

Pi 

ip 

11 

■i  IIh 

jp 

H 

ill 

I: 

Hil 

PSH 

]j|- 

!SiP 

IIP 

ifl 

ii 

Ii 

III 

1 

iil 

fSli 

IB 

|ll 

Ilfl 



iiS'i 

im 

m 

ISlI 

*i® 

iii 

PI 

ffil  tiff ; 

P 

ffff ,,  T 

ii 

fetP 

If 

III 

ii 

11 

P s +4 

Pf . 

1 

fi 

ii|i 

jll 

i|| 

J 

I III 

fif 

11 

lilf 

Ii 

ii 

iil 

iiff't  3 

i 

ijff 

W 

i 

Aw 

iffSfl 

BIB 

ill 

m'M\n 

^|if{ 

'’ir  ^ 

i 

ttF  ’IIt 

MW 

ii 

ffip 

iiH 

ii 

P 

i 

i 

1 

pill 

iii 

iP'ffiii 

ffftp' 

:| 

: |r  Ijilli  { filin'  J [ 

Plllf 

till-  iTt  Y-t 

HP 

iLiii 

TiF'pHp 

p-'-’pf  ffi 

p 

liiPP 

t ru  41  • 

hfir  :-ih  ',-rt 

Ppt  Ii ' 

HtSi  [fflfjjiM 

fin 

iiii 

tsi 

Pf.'t-Kp 

fflfilli 

iiM 

Fig.  52. 

PISTON  SPEED  AND  WATER  RATE. 

This  diagram  shows  a comparison  of  the  effect  of  piston  speed  upon  water  rate  with  saturated  and  super- 
heated steam  consolidation  typo  locomotives.  While  the  water  rate  of  the  H8b  appears  to  be  high,  there  is  a 
remarkable  saving  in  steam  by  the  H8sb  superheater  when  compared  with  the  apparently  normal  perform- 
ance of  the  H6b. 


98 


153.  The  remarkable  economy  in  steam  obtained  from  the 
H8sb  locomotive,  throughout  the  entire  range  of  piston  speed 
cannot  fail  to  attract  attention,  compared  with  the  two  saturated 
steam  locomotives.  As  previously  mentioned  in  this  Bulletin, 
this  H8sb  locomotive  differs  from  the  H8b  saturated  steam 
locomotive,  in  using  superheated  steam  and  being  equipped  with 
cylinders  one  inch  larger  in  diameter.  The  H6b  locomotive, 
using  saturated  steam,  is  a smaller  locomotive  with  smaller 
driving  wheels. 

154.  The  economy  of  the  H6b  saturated  steam  locomotive 
above  that  of  the  larger  H8b  saturated  steam  locomotive,  is 
apparent.  One  reason  for  this  difference  in  steam  consumption 
is  no  doubt  due  to  the  few  tests  and  the  greater  amount  of  con- 
densation in  the  larger  cylinders  of  the  H8b  locomotive.  The 
H6b  locomotive  has  cylinders  22  inches  in  diameter,  while  those  on 
the  H8b  locomotive  are  24  inches  in  diameter. 

155.  It  is  also  possible  that  had  the  H8b  locomotive  been 
operated  at  more  cut-offs,  including  the  most  economical  ones  at 
each  of  the  speeds,  the  curve  showing  the  steam  performance  on  this 
diagram  would  have  more  nearly  approached  That  of  the  H6b 
locomotive. 

1 56.  The  advantage  to  be  derived  by  the  use  of  highly  super- 
heated steam  on  our  consolidation  type  locomotive  in  freight 
service  is  evident.  The  economy  to  be  obtained,  based  on  the 
H8b  saturated  steam  locomotive  at  250  feet  piston  speed  is  7.2 
.pounds  of  steam  per  i.h.p.  hour  or  a saving  of  approximately  24.7 
per  cent.  At  higher  speeds,  approaching  550  feet  per  minute,  the 
reduction  in  steam  used  is  8.6  pounds  per  i.h.p.  hour  or  a saving 
of  32.4  per  cent. 

157.  The  H8sb  superheated  steam  locomotive  and  the  H6b 
saturated  steam  locomotive  offer  a good  comparison  also.  Com- 
paring the  two  curves  it  is  observed  that  the  saving  in  water  or 
steam  at  a piston  speed  of  200  feet  per  minute  is  4.3  pounds  per 
i.h.p.  hour,  or  15.4  per  cent.  At  750  feet  per  minute  the  sav- 
ing obtained  from  the  superheated  steam  locomotive  is  6.5  pounds 
of  steam  per  i.h.p.  hour  or  27.5  per  cent. 

1 58.  The  performance  of  the  H6b  saturated  steam  locomotive 
is  very  good.  It  will  be  noticed  that  at  the  higher  speeds  a steam 
consumption  per  i.h.p.  hour  as  low  as  23.5  pounds  was  obtained. 


99 


LOCOMOTIVE: 
TYPg-.JId6lH?- 
CL>88.._AS.§!I|. No.. 


M.  P.  47»-A 

PENNSYLVANIA  RAILROAD  COMPANY 

Pmilamlthm,  BALTiaoaa  It  Washiroyom  Railroad  CoarARY 
NoerwiM  Cbrtral  Railway  Corpany 
387  ■ Wmt  Jimry  k Sraamori  Railroad  Corpary 


aiu  i>«tu 
txNIk 


Sheet  No.__£aL@8£_ 

Teste  of  a Clsee  HBclb  LoeomotlTe, 


TEST  DEPARTMENT 


fiulletln  No. XQ_ 


Altoona.  Pa... 


L-7-.19U 


ItfiOHIlIS  ifilOTKOr. 


Test 

Test 

Dozatien 

Msohlne  Fr lot ion 

In 

T>»*rr 

of 

Horse 

Mean  Effective 

Drawbar 

Steaa  to 

cS. 

EaoLise 

Designao 

Test 

Press  .Lbs  .Per 

Pull 

£b)glnds  Per 

Fired 

Efficiency 

VOr 

tioa 

Minates 

Poser 

Sqnare  Inoh 

Pounds 

Hour  .Pounds 

Per  Hour^ 

Per  cent 

396 

396 

397 

398 

3207 

40-20-P 

120 

97.8 

17*89 

5081 

2836*2 

304*2 

76.27 

3210 

40-30-P 

120 

105*3 

19*26 

5495 

2727.3 

327*5 

81.76 

3246 

40-7 5-P 

30 

99.1 

18*13 

6171 

2694*5 

396*4 

89,87 

3247 

40-88-P 

15 

63.3 

11*56 

3303 

1829*4 

396*3 

93*79 

3205 

60-20-P 

45 

130*9 

16*96 

4634 

3487*2 

409*7 

78*16 

3206 

60-2CLF 

105 

127*6 

15.56 

4419 

3349.5 

384.1 

77*98 

3209 

60-30-P 

90 

164*6 

20.07 

5726 

3919.1 

493*8 

60*46 

3227 

60-35-P 

90 

139*4 

17*00 

4849 

3418*1 

430.8 

84.50 

3242 

60-68-P 

30 

134*1 

16*35 

4665 

3267,3 

649.0 

89*96 

3245 

dO-76-P 

30 

132*1 

16*11 

4596 

3368*6 

632*2 

90.32 

3244 

60-8&-F 

15 

85*1 

10*38 

2960 

2245.8 

454,4 

93.73 

3201 

80-20-P 

120 

192*6 

17,61 

6003 

4959.5 

631,0 

73.74 

3202 

80-50-/ 

90 

176.4 

16.13 

4582 

3935.6 

502,7 

83*20 

3203 

80-40-P 

30 

201.9 

18,46 

6245 

4544*8 

557,2 

84.01 

3204 

80-40-P 

105 

172.5 

15*78 

4481 

3715,7 

508.9 

86.23 

3238 

80-d5-F 

30 

171.7 

15.70 

4480 

3835.8 

772,7 

88,31 

3239 

80-58-P 

60 

146*5 

13.40 

3822 

3217.2 

622,6 

90.61 

3241 

80-63-F 

60 

212.0 

19*39 

5531 

4960.8 

769.0 

67.15 

3208 

100-25-P 

60 

233.5 

17.08 

4852 

5328.5 

656.1 

79,37 

3211 

100-25-P 

30 

242.0 

17.71 

6051 

5563,9 

791.3 

78.74 

3212 

100-25-F 

120 

188.6 

13,80 

3937 

3947*4 

489*4 

83*29 

3213 

100-40-F 

30‘ 

237,6 

17.38 

4967 

5087,3 

774*3 

83.94 

3214 

100-40-F 

120 

183.6 

13,43 

3832 

3807,9 

605*9 

67,19 

3215 

100-45-F 

120 

182.2 

13,33 

3803 

3777*0 

641*3 

88.23 

3236 

100-50-F 

60 

140.4 

10.27 

2931 

2837,5 

453.5 

91,53 

3237 

100-55-F 

60 

141*8 

10.37 

2949 

2874.3 

521*8 

91.00 

3223 

120-20-F 

120 

186,7 

11.38 

3247 

4264*2 

519*0 

80.50 

3221 

120-30-F 

120 

252.1 

15,37 

4385 

5384,9 

756*3 

61*91 

3230 

120-40-P 

120 

209.1 

12*75 

3621 

4255*2 

694.2 

87,19 

3216 

120-50-F 

60 

190.1 

11.59 

3307 

4005,4 

737.6 

88*67 

3217 

120-50-F 

45 

213,4 

13.01 

3712 

4449*4 

851*5 

68*03 

3225 

140-25-P 

90 

271*5 

14.19 

4048 

5973.0 

822*7 

79,76 

3218 

140-35-F 

120 

232*6 

12.16 

3468 

4845,1 

874.6 

85,36 

3220 

140-40-P 

60 

250,9 

13*11 

3741 

5130.9 

865*6 

85.95 

3229 

160^30-P 

120 

330,2 

15*10 

4289 

7089.4 

1066*6 

79.50 

3222 

160-35-P 

60 

312*6 

14*29 

4078 

6564*6 

1119.1 

82*01 

3235 

160-40-F 

60 

295*9 

13*53 

3860 

6234*6 

1077.1 

83.63 

3228 

170-20-P 

120 

352*2 

15.16 

4324 

8819.1 

1292*6 

69.31 

3224 

170-35-F 

60 

354.4 

15.25 

4351 

7414,0 

1183.7 

80,46 

Sheet  No._?.~X?05. 


Table  XVII. 

MACHINE  FRICTION. 

This  table  is  presented  to  show  the  friction  of  the  locomotive  machinery  as  measured  in  terms  of  horse- 
power, mean  effective  pressure,  drawbar  pull,  water  rate  and  coal  consumption. 


100 


159.  With  the  H8sb  superheated  steam  locomotive,  the 
steam  consumption  per  indicated  horse-power  hour  is  below  that 
for  the  E3sd,  K2sa,  E6s  and  K29s  passenger  locomotives  (re- 
ported upon  in  Bulletins  11,  18,  19  and  21)  using  superheated 
steam,  when  the  piston  speed  is  800  feet  per  minute  or  less.  In 
the  case  of  the  Hannover  compound  locomotive,  using  a low 
degree  of  superheat,  we  find  that  it  is  more  economical  in  steam 
than  the  H8sb  locomotive  at  piston  speeds  below  600  feet  per 
minute.  (Bulletin  11,  Fig.  47.) 

160.  It  should  also  be  observed  that  at  a piston  speed  of 
800  feet  per  minute  the  steam  consumption  of  this  superheated 
steam  locomotive  is  as  low  as  17  pounds  per  indicated  horse- 
power hour  or  a little  better  than  that  obtained  from  the  K2sa 
locomotive  at  a piston  speed  of  1300  feet  per  minute. 

Machine  Friction. 

161.  Table  XVIi  is  arranged  and  presented  to  show  the 
machine  friction  obtained  from  this  locomotive  in  terms  of  equiva- 
lent horse-power,  mean  effective  pressiu-e  in  pounds  per  square 
inch,  drawbar  pull  in  pounds,  stearn  to  engines  in  pounds  per  hour, 
dry  coal  fired  per  hour  in  pounds  and  the  machine  efficiency  in 
per  cent.  The  table  is  arranged  according  to  speed  from  40  to 
170  r.p.m. ; each  speed  is  arranged  according  to  the  increase  in 
cut-off. 

162.  An  analysis  of  the  table  indicates  that  the  time  ele- 
ment or  the  duration  of  the  test  is  a factor  to  be  taken  into  con- 
sideration, when  determining  the  machine  efficiency  of  the  loco- 
motive, hence  the  inconsistency  of  a part  of  this  data.  As  an 
example  we  may  refer  to  Tests  Nos.  3208,  3211,  3212  which  were 
run  at  a speed  of  100  r.p.m.  and  a cut-off  of  25  per  cent,  with  a 
wide-open  throttle.  The  duration  of  these  tests  was  60,  30  and 
120  minutes  respectively.  The  machine  friction  in  horse-power  is 
seen  to  decrease  from  242  horse- power  to  233.5  horse-power  and 
then  to  188.6  horse-power,  and  there  is  observed  a similar  de- 
crease in  the  other  equivalents  referred  to  in  this  table.  The 
machine  efficiency,  however,  is  observed  to  increase  at  the  same 
speed  and  cut-off  as  the  duration  of  the  tests  is  increased  as 
should  be  expected. 


101 


Fig.  53. 

MACHINE  EFFICIENCY  AND  THERMAL  EFFICIENCY  AT  DIFFERENT  SPEEDS. 

The  machine  efficiency  of  the  H8sb  locomotive  is  a fair  average  for  the  three  consolidation  type  locomotives. 
The  greater  thermal  efficiency  of  the  H8sb  superheated  steam  locomotive  at  speeds  above  15  miles  per  hour 
is  apparent. 


102 


163.  Comparing  Tests  Nos.  3213  and  3214,  run  at  the  same 
speed  and  cut-off,  we  cannot  fail  to  note  this  difference  in  machine 
friction  due  to  the  difference  in  the  test  duration. 

164.  The  machine  friction,  in  terms  of  drawbar  pull,  ranged 
from  2931  pounds  to  5726  pounds.  The  average  machine  fric- 
tion in  terms  of  drawbar  pull  for  all  of  the  tests  was  4235  pounds. 

165.  The  machine  efficiency  in  per  cent,  ranges  from  69.31 
to  93.79  per  cent. 

Efficiency  of  the  Locomotive. 

166.  The  machine  efficiency  of  the  H8sb  locomotive,  shown 
graphically  in  the  upper  portion  of  Fig.  53,  falls  off  slightly  as 
the  speed  increases.  Between  the  speeds  of  10  and  30  miles  per 
hour  the  machine  efficiency  is  80  per  cent,  or  above.  It  is  notice- 
able that  above  the  speed  of  19  miles  per  hour  the  H8b  loco- 
motive has  a slightly  higher  machine  efficiency  than  the  H8sb 
locomotive,  which  may  possibly  be  due  to  the  larger  cylinders 
of  the  latter.  The  machine  efficiency  of  the  H6b  locomotive,  is 
slightly  below  that  of  the  H8sb  locomotive. 

167.  In  the  lower  half  of  this  diagram  (Fig.  53)  is  similarly 
presented  the  thermal  efficiencies  of  the  H8sb,  H8b  and  H6b  loco- 
motives. 

168.  The  thermal  efficiency  of  the  H8sb  superheated  steam 
locomotive  is  seen  to  increase  with  the  speed  up  to  25  miles  per 
hour,  after  that  it  drops  off.  The  thermal  efficiency  at  this  speed 
is  6 per  cent. 

169.  A comparison  of  the  curves  indicating  the  thermal 
efficiencies  for  the  H8b  and  H6b  saturated  steam  locomotives 
shows  a rapid  drop  in  the  thermal  efficiencies  of  both  locomotives 
after  a speed  of  19  miles  per  hour  has  been  attained.  Especially 
is  this  noticeable  with  the  H8b  locomotive  due  to  its  greater  steam 
consiunption  per  i.h.p.  hour  (see  Fig.  47). 

CoAE  AND  Water  Saving. 

1 70.  The  coal  and  water  saving  which  is  obtained  by  the  use 
of  a superheater  and  larger  cylinders  on  this  locomotive,  is  shown 
on  Figs.  54  and  55.  A direct  comparison  between  the  H8sb‘and 
H8b  locomotives  is  possible  in  this  instance.  As  previously 


103 


U.  P.  47g  C 8 « lOH 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TVPK  S*8*0  PnO^DBLnilA,  BALTnOBl  t,  Wasboistoh  Baiuwao  Comtabt 

TYPE •zan  Nobtbabb  Cbbtbai.  Bahwat  COMPABT 

CL.A88..._“®.®.P No. Wb»t  Jbbut  A liBAiBon  Bailboao  OoiirABT 

TEST  DEPARTMENT  Bulletin  NO.  1.Q 

SHEET  No.JSrrlZO? 

.I®B.tE.-.O.f...a..ClB«S  .E8flb  .LQCDinO.ti.Ye  Altoona.  Pa .^7-1914 


'M  p 

m 

m 

:i:| 

m 

^nm, 

iiii 

■I:;: 

s 

If 

M 

I 

1 

m 

B 

1 

1 

TF  PI 

ill 

1; 

I 

111 

nt 

1 

lit 

;;y 

li 

I 

1 

1 

1 

iilli 

11111 

:::: 

Illl 

I; 

1 

|; 

n ril 

:|  iH 

11; 

nl 

ilfwi 

Mill 

m 

m 

li 

ii 

1 

1' 

il 

ft  ft.jij  ift il 

y 

iji 

1 

I 

It 

il 

II 

1 

ii-i: 

i ■ It  ■ iHr 

iiil 

1 

m 

ii 

1 

1 

11 

ii 

i 

i 

1; 

1 

lirii 

IfI;  II 

:i|;| 

|| 

II 

w 

\S 

SfS  1]  ! 

iii 

jp 

1:11 

411: 

1 

11 

i|"||  J S||l 

yi  11 

I: 

II 

IpIIf 

j;::: 

[ if  yt 

if'l 

!|p 

|::i 

::::: 

m 

::::: 

s 

il 

11 

1 

1 

1 

I'' 

III: 

1 

ii 

1^ 

1 

1 

1 

1 

1 

1 

nit 

1 

1 

iBii 

: iM  It 

I: 

II 

it'll:: 

B; 

ill  li 

II 

ilj 

ii 

: 1 

P 

:j|.| 

1 

: 

II! 

yijiiiiio 

ip 

up 

nn 

iliis 

|; 

;rF  i.  ' F^. : F 

III 

if 

11 

11 

1! 

§!! 

inlili 

Ulllf 

111 

11.1111 

1 

1 

I 

1 

iaU 

illil 

1U:I 

fi 

ii 

1 

1 

iiil§ 

Mi 

I; 

II 

t ffi'i 

; \ H 

ii; 

y 

i|B  P: 

E 

111! 

iif 

li 

li 

i 

HS; 

::u: 

:»? 

:n: 

B 

wffl 

: II 

ypi 

ii 

l| 

|gT| 

' l"  M 

w 

|;8p 

ijiffi  r 

E 

f: 

li 

m 

illl 

;g 

■1 

li 

|i 

ll 

i'B"l 

; p::  g 

ii; 

5;;  i : 

tfffi  p 

Si 

M 

ri! 

li 

S 

ft 

ypl 

ii 

II 

ii; 

[ 'm  m 

T|g 

i 

li 

1 

ip 

;g 

ft 

||j 

Mir  {j.jt  j j 1 

r n 

III 

1 

II 

il 

:|ili 

1; 

|ipy: 

[ f 1 

Wf 

1 

11 

m 

li 

1 

li 

I 

1 

li 

»9. 

r 1 

My 

1 

II 

I'l 

ji: 

f 1 

ill 

i 

K 1- 

[li 

i 

1; 

ii 

;l; 

1 

ypl 

fyy 

ii 

II 

lit! 

II 

ilii" 

;lji 

[I 

If: 

Im 

li 

f! 

w 

M 

il 

1 

II 

mil 

wM 

p| 

mm- 

Hr 

ili 

1 

S|: 

il 

li 

i 

;| 

li'- 

’£ 

11 

111 

1 

1! 

ill 

: II 

fjl 

Pi 

III 

If 

I 

}| 

1 

1 

1 

\k 

i 

1 

ill  If 

If  j 

I 

ii 

1 

i 

ill 

||l| 

II 

-lit  iiJi 

III 

■ 

I 

1 

i 

1 

1 

ft 

I 

ii 

1 [|p 

ii 

1 

1 

IjB 

1 \W 

|l^ 

II 

ill 

hll 

^tlf 

1 

- It  i 

::  S 

1 

1 

1 

1 

iliii 

;; ; ;;;;  p;: 

il 

ill 

yill 

1 IBB 

is 

|;S|S 

i 

#1 

ii 

II 

1; 

'1 

il 

pi 

Hll- 

ilHillfOlHHi 

m 

1; 

1: 

li 

1; 

Ipp;;;  |;|| 

1 1'l^^ 

1 

1 

P|! 

■fit 

il 

p 

^1 

II  1 III  |i 

ILI  111:11 

Ifr 

I 

Pf 

1 

I 

1 

1 

iil  II 

y 

ir-w 

ii 

ii 

mm 

ii 

1 

III 

III  IS 

lii 

1 

il 

TF' 

1 

'■m 

I 

1 

m 

Ili  III 

II  4U\ 

III 

I 

Bi 

B 

1 

ill 

ililliiiiiii 

ili 

I 

■ 

■ 

1 

1 

I 

1 

Fig.  54. 

COAL  PER  DYNAMOMETER  HORSE-POWER. 

This  diagram  shows  that  at  full  load,  the  application  of  a superheater  and  large  cylinders  to  an  H8b 
saturated  steam  locomotive  effects  a saving  of  39  per  cent,  in  coal. 


104 


H8b  saturated  steam  locomotive.  The  saving  thus  effected  at  1250  dynamometer  horse-power  reaches 
32.8  per  cent 


105 


mentioned  in  this  Bulletin  the  only  difference  existing  between 
the  two  locomotives,  is  that  the  H8sb  locomotive  is  equipped  with 
a fire-tube  superheater  and  larger  cylinders,  designed  for  super- 
heated steam.  This  locomotive  was  originally  designed  as  an 
H8b  saturated  steam  locomotive  with  cylinders  24  x 28  inches. 
It  should  be  kept  in  mind  that  the  H8sb  locomotive  herein  de- 
scribed (No.  387)  was  rebuilt  with  larger  cylinders  as  an  experi- 
ment, and  further,  that  it  is  practically  similar  to  the  H9s  loco- 
motive now  in  service. 

171.  Referring  to  Fig.  54,  there  is  plotted  the  dry  coal  in 
pounds  per  dynamometer  horse-power  hour  with  the  dynamom- 
eter horse-power.  Three  curves  are  presented  showing  the 
performance  of  the  H8sb,  H8b  and  H6b  locomotives.  The  per- 
formance of  the  H6b  saturated  locomotive  is  not  quite  so  good  as 
that  for  the  H8b  saturated  locomotive,  with  an  exception  at  800 
dynamometer  horse-power,  where  the  coal  consumption  of  both 
locomotives  is  the  same. 

172.  Comparing  the  curves  for  the  H8sb  superheated  steam 
locomotive  and  the  H8b  saturated  steam  locomotive,  it  is  seen 
that  the  economy  in  fuel  consumption  increases  with  the  dyna- 
mometer horse-power  developed.  The  saving  in  coal  effected  by  the 
use  of  superheated  steam  in  the  H8sb  locomotive  is  23  per 
cent,  at  400  d.h.p.,  drops  to  18  per  cent,  at  600  d.h.p.,  and 
from  that  point  increases  to  39  per  cent,  at  1250  d.h.p.,  the 
maximum  dynamometer  horse-power  developed  with  the  H8b 
saturated  locomotive.  Thus,  it  is  seen  that  at  full  load  the  ap- 
plication of  a superheater  and  larger  cylinders  effects  a saving  of 
39  per  cent,  in  coal. 

173.  The  economy  in  water  or  steam  per  d.h.p.  hour,  as 
compared  with  the  dynamometer  horse-power  output  of  the 
locomotive  is  shown  on  Fig.  55.  Here,  likewise,  we  present  curves 
showing  the  steam  consumption  per  d.h.p.  hour  for  the  H8sb, 
H8b  and  H6b  locomotives. 

174.  Comparing  the  curves  representing  the  water  rates  for 
the  H8b  and  H6b  saturated  steam  locomotives,  the  better  water 
rate  of  the  H6b  locomotive  is  observed.  This  is  especially  true 
at  the  lower  dynamometer  horse-powers.  As  the  dynamometer 
horse-power  output  approaches  1200  the  steam  consumption  of 


106 


the  H6b,  saturated  steam  locomotive,  is  seen  to  approach  and  will 
coincide  with  the  consumption  of  the  H8b  locomotive  if  the  H6b 
locomotive  is  forced  to  1300  d.h.p. 

175.  Observing  the  curves  for  the  H8sb  superheated  steam 
locomotive  and  the  H8b  saturated  steam  locomotive,  the  economy 
in  the  water  rate  obtained  from  the  superheated  steam  loco- 
motive is  at  once  apparent.  At  400  d.h.p.  the  saving  is  25.2  per 
cent.;  this  saving  drops  to  23.8  per  cent,  at  650  d.h.p.,  whereupon 
it  rapidly  increases  with  an  increase  in  the  dynamometer  horse- 
power to  32.8  per  cent,  at  1250  d.h.p. 

176.  The  conclusions  confirmed  by  these  tests  on  an  experi- 
mental H8sb  locomotive,  are  that  the  saving  in  water  and  coal  in- 
creases with  the  increased  power  developed  by  the  locomotive. 
At  the  power  limit  of  the  saturated  steam  locomotive  we  may 
anticipate  a saving  in  coal  of  39  per  cent,  and  a saving  in  water 
32.8  per  cent.,  and  this  is  an  important  economy,  as  it  may  be 
further  utilized  for  increasing  the  capacity  of  the  locomotive.  In 
other  words,  it  is  possible  to  give  this  locomotive  a larger  tonnage 
rating  than  its  predecessor,  the  H8b  saturated  steam  locomotive. 
This  increase  in  rating  may  approximate  32  per  cent,  in  view 
of  the  fuel  and  water  economy  above  mentioned. 

177.  It  was  observed  in  Fig.  51,  that  the  increase  in  drawbar 
pull  for  the  H9s  superheater  locomotive  above  that  of  the  H8b, 
increased  from  10  per  cent,  at  starting  to  25  per  cent,  at  30  miles 
per  hour. 

178.  In  view  of  this  fact  it  would  appear  that  the  full  possi- 
bilities of  the  H9s  locomotive  were  not  realized,  especially  at  low 
speeds  and  it  is  probable  that,  as  the  locomotive  crews  become 
more  familiar  with  the  operation  of  this  class  of  locomotive,  its 
possibilities  as  set  forth  in  this  text  will  be  utilized  to  a greater 
extent. 

179.  Higher  speeds  may  also  be  maintained  with  the  H8sb 
superheated  steam  locomotive  than  with  the  H8b  saturated 
steam  locomotive  when  hauling  trains  of  like  tonnage.  This  is 
shown  on  Fig.  51,  illustrating  the  greater  drawbar  pulls  of  th^ 
superheated  steam  locomotive  at  the  higher  speeds. 

180.  The  increase  in  the  dynamometer  horse-power  gained 
through  the  reduction  in  steam  per  d.h.p.  hoiu*,  assuming  1400 
d.h.p.  as  the  maximum  power  output  of  the  H8b  locomotive  is  14 
per  cent. 


107 


CONCLUSIONS. 

Boiler. 

1.  When  the  combustion  rate  exceeds  5500  pounds  of  coal 
per  hour,  or  100  pounds  per  square  foot  of  grate,  the  indications 
are,  that  the  coal  is  very  imperfectly  burned.  (Par.  36.)  It  was 
found  that  the  carbon  monoxide  in  the  smokebox  gases  rapidly 
increased  at  rates  of  firing  above  5000  pounds  per  hour.  This  is 
an  indication  of  insufficient  air  supply  at  the  high  rates  of  com- 
bustion. (Par.  45.) 

2.  There  is  an  equal  vacuum  or  draft  both  front  and  back  of 
diaphragm,  and  this  would  indicate  that  there  is  little  or  no  loss 
on  account  of  the  presence  of  the  diaphragm.  (Par.  39.) 

3.  The  heat  absorbed  by  the  superheater  is  found  to  be  less 
than  10  per  cent,  of  that  absorbed  by  the  water  heating  surface. 
(Par.  48.) 

4.  A satisfactory  self-cleaning  arrangement  of  smokebox  for 
this  locomotive  is  shown  in  Fig.  10.  With  this  arrangement  the 
smallest  opening  for  gases  is  3.88  square  feet  or  54  per  cent,  of 
the  opening  through  the  tubes.  (Par.  53.) 

5.  It  is  believed  that  an  improvement  would  be  made  by  de- 
creasing the  width  of  the  centre  grate  bearer  so  that  the  active 
shaking  part  of  the  grate  would  be  increased.  Such  an  improved 
form  of  grate  is  now  used  on  the  E6s  and  H9s  locomotives.  (Par. 
105.) 

6.  The  loss  in  steam  pressure  between  the  boiler  and  cyl- 
inders under  the  condition  of  maximum  evaporation  is  11  pounds. 
(Par.  113.) 

Engines. 

7.  The  maximum  indicated  horse-power  obtained  was  1830. 
(Par.  115.) 

8.  The  dry  coal  per  indicated  horse-power  ranged  between 
2.2  and  3.9  pounds.  (Par.  115.) 

9.  The  steam  per  indicated  horse-power  ranged  between  16.8 
and  22.1  pounds  per  hour.  (Par.  115.) 

1 0.  There  is  a remarkable  uniformity  in  the  coal  consumption 
per  indicated  horse-power  hour.  It  is  approximately  2.5  pounds 
up  to  1300  indicated  horse-power,  and  from  there  on  it  increases 
to  3.5  pounds  at  1800  indicated  horse-power.  (Par.  123.) 


108 


1 1 . Comparing  the  H8b  and  H8sb  locomotives  there  is  a 
saving  in  steam  of  26.3  per  cent,  at  500  indicated  horse-power 
and  35  per  cent,  at  1500  indicated  horse-power.  (Par.  128.) 

12.  The  increase  in  cylinder  diameter  appears  to  be  partly 
responsible  for  the  saving  in  steam,  as  it  makes  possible  the  use 
of  short  cut-offs.  (Par.  130.) 

Locomotive. 

13.  The  operation  of  this  locomotive  is  most  economical  at 
a cut-off  of  30  per  cent.,  while  an  economical  range  of  cut-off  lies 
between  20  and  40  per  cent.  (Par.  139.) 

14.  This  consolidation  type  locomotive  develops  a maximum 
drawbar  pull  of  49,872  pounds,  and  this  is  about  3600  pounds 
above  its  rated  pull.  (Par.  134.) 

15.  Comparing  the  H8b  with  the  H9s  we  find,  from  road 
tests,  that  the  H9s  is  23  per  cent,  more  powerful  than  the 
saturated  steam  locomotive  at  a speed  of  12  miles  per  hour. 
(Par.  150.) 

16.  Comparing  the  H8b  and  H8sb,  the  saving  in  coal  by 
the  superheater  locomotive  with  larger  cylinders  is  between  23 
per  cent,  and  39  per  cent.  The  economy  in  steam  is  between 
23.8  per  cent,  and  32.8  per  cent.  (Pars.  172  and  175.) 

Recommendations  . 

1.  The  class  H9s,  as  now  being  built,  excepting  the  front 
end  arrangement,  embodies  the  changes  desirable  for  the  improve- 
ment of  the  class  H8sb,  as  indicated  by  these  test  results,  and 
with  this  in  mind,  we  would  recommend  the  following: 

(a)  When  new  cylinders  are  required,  25  X 28  inch  cyl- 

inders of  the  H9s  class  should  be  applied  to  the 
class  H8sb. 

(b)  When  new  grates  are  applied  to  the  H8sb  class,  the 

H9s  class  grate  should  be  used.  (Par.  105.) 

2.  In  order  to  reduce  the  somewhat  excessive  vacuum  in  the 
ashpan,  additional  openings  in  it  should  be  provided,  if  possible, 
so  that  the  total  area  of  the  openings  will  be  at  least  8.5  square 
feet.  (Par.  40.) 


109 

3.  We  would  recommend  the  application  of  the  front  end 
arrangement,  as  shown  in  Fig.  10,  to  all  H8sb  and  H9s  loco- 
motives. (Par.  54.) 


C.  D.  YOUNG, 

Engineer  of  Tests. 


Approved : 

J.  T.  WALLIS, 

General  Supt.  Motive  Power. 


Test  Department, 
Altoona,  Penna., 

February  2,  1914. 


110 


Ill 


1 SUMMARY  OF  AVERAGE  RESULTS.  ' " 1 

l^i'l 

9 

sllisssIpalSsSsIssiBsISs  sHsSsSSslssSS 

S|i 

S 

sssssssssassssss.ESSjgasg  -sgassssssssss 
assssssssgsssgssiaas.ssss  ssssKsgssaasas 

M 

1 

iliiiiliiliiliiilllisiiliiiiiiliiiiiiii 

£ 

M 

£ 

iiiiiiiii'iliisii'iiiiili  iiiiiiiiiiiiii 

!. 

2 1 

S 

«.  n ® ®. “i  ° ° ° n ° «>  ° ® ® ® 

2$?55!SS£5555:53?25  5S2:$5  5S2  “ 2225555  2§:2252 

1 

« ~ *0  « «<»  n 'l;  O O « O “ ~ O « O O.  n O « CU  O ho  “ ® .H  ~ OD  ® o.  m o.  OJ 

islllssSIsISSSIHsiissSsir  igissEHiHElI 

s! 

S 

2 52225SS2322222S25E2SS22S  22S2£2SSS52;?2  2 

1 

s 

3 

S222£22S2SS2S32SSSS5;2£S2?g2SS252S2SS?2g 

S 

lilliiSIlieilisiSSSeiissI  siiSisSsssiS^s 

’■! 

S 

1 

1. 

s 

1 

S 

p.. .......... 

s 

m 

§ 

o UJ  o .b  o o « o o o o o « .o  o o o o o o « « o ,0  o o « .o  « UJ  O O « O CJ  o 

a aaaaassasaaaaa 

! 

§ - 

iW 

1 

0 oooooooooooooooooooooooo  o ooooooooooooo 

1 iiiiUiiUiiiiiUiUiiii  i Miiiiiiiiiii 

Mii 

1 

s aaa§2???a?5?55s  22§  s;s:  s;s:s:s:  s:  2 22  22aaaaaa22 
*'*  ---«>  sss  asssaiaas  Hi  a a a ddddd  a as  aas22 

% 

ill 

1 

S SSSSgSgSSSgSSgggS||8|||8||8SS§S§SSS||| 

‘ 1 

i 

ilii|iiliPiiiiiiiiiii||ii|i|ii|iiiilli 

1 

-n 

1 

8.  8 g S S g 8 g.  8. 8 S 8. 8 g g g 8 8. 8 g 8 g 8 8 8.  8 8 8 8 8 fi  g 8 8 8 8 8 8 3 

M MOOOrHr-lf-IOOOMr40HOi-IHrSOIMOMNr4  i-IwwNf^Or^WHWHr^eaH 

j 

[j 

llitiHilililiSiiiiiiiiiil 

Te«t 

Number 

liiiiiiiiiiiiiiiliiiiiiiiiiliilililiill 

112 


si 


III 


M 


SSI3“ssSgi3SFIS|sssss|Ss  slspsl|gpigs 


liiiliiiiisliliiililiilisisiiiiiliiliii 


liiiiiiiiiliiiiiiiiliiiiliiliilliiiiiii 


S S8§  SSS 


S S 3 § S 8 S S S S 2 5 5 S S S S S S g ^ S S 3 S S 3 3 S 3 3 g 3 3 

NNNpjcQnMNNcJNMMMMcJNcJcJa:  MWoIcOoj*? 


o ooo  oooo  aooo  ooooooooooooo  ooooo  ooo  oooooo 


ii 


i_r 


».  S. «. » S S g g S C 3 S g S 3 g 2 8 o 5 8 g 8 S 3 § 5 f-  J f-  f-  f-  2 f-  f-  2 2 2 ^ 

»§gS§|g§Sg§§g38£Sg§8SgS£I------^-" 


S 3 gs  g gg  S 5 3 g 8 s.pss  g 32  3 S ; S 3 8 3 g g 9S 

S S S S S S S S g S S S £ S S S S S S S S S S S S g 3 3 g 5 3 3 3 5 g-  I :• 


II 


Is 


• • I o I I I I I I I I I I I o I 


In 


8 8 2 S g I?  2 2 2 2 S 8 2 2 S 2 8 8 8 2 8 2 8 8 8 8 8 8 8 8 2 8 8 8 8 8 8 8 

MCS2000HfHf-4000CUri0fH0r4«Hf-l0M0caCvlr4«4eJ**  * 


3-  § S ?|  3 % S 8 3 S 3 S S 3 3 S 3 3 3 3 3 S 3 £ 3 3 S q S 3 2 3 S 3 2 S 5 3 3 

o oooooo  oooooooooooooooooo  oooooooooooooo 


H 

1^! 


8 2 8 3 8 2 2 8 8 q 2 2 8 8 § 2 2 S 8 3 8 8 2 3 S « » r;  ^ ® 


O Or-tWOOOi-tWWWOOOO 


8 828  382  33882322283^232282  3^. 

0.-^lOOrtr^3w.0^^^^3e^^l^iw^OlO«C>IW0^8»82 


“i  ®1  ®.  3 3 «.  3 3 3 3 3 3 


8 2 8 2 2 3 8 2 8 2 3 28  8 2 8 3 2 8 2 2 2 8'S  8 « o r;  2 2 2 2 S 8 8 8 S § 


3 333332  sqqsssgsqqqq  28S2SS  s sssss qsss ss ss 
3 3 33333333333333  3*3*3*  3*3*3*3*33  3*  3*3*33*3*33*3*3*  3*3*  3*3 


H O W r-  Ug  ~ Ug  t;  O ,,  O « O r;  ® O ® « ® ® 


® ® N « O ® O *; 


s'  i i i s’  i i i S 5 s'  i i § s’  i 2 s i i I S H i s § s 2 a s s 5 s s s 3 1 £ 


iisiisissssslilsiisssissi “““SsSsailssis 


ilsiiisssisIssiisIsisSsss  sisisigsiniSs 


°.S  SSS  SS".°.  S'!  °.S  SS“.  3^“.“:*.  3 °.S“.  33  33  3333  33 

isisssiiiisiiss*ssissBsii  iissssislisssi 


I 

sis 


r->  r-l  ft  rH  r4  i->  It 


iT 


113 


li-i  - 
.}n 

r f.  5 

n ‘ 

mi  i i "•  -•  2 1 2 2 S- i J 2 5 i J 3 5 1 :•  3 5 2 § 3 3 “•  2 ;•  3 J i 5 J ;• 

i ' 11^  s 

S 2 5 5 2 2 2 2 2 • S ^ 55  3 3 3 2 2 3 3 2 :•  2 2 2 2 5 2 2 2 1 2 2 2 2 2 ;• 

I 

22  22  3 22  2 222  2 5333  22:-3  2 2322  2 222  22  3^2  22352 

2 ;■  3 2 5 2 2 3 2 2 2 2 2 2 2 2 2 2 22  2 323:-  5 32  2 2 5 5 2 3 22  2 5 

s 

H * 

*1  ^ 

mmmmMmimmmmimm 

h 5 

nmmmmmimiimmimm 

" 

S 

1 §■ 

% S 5 ? S a S S % 3 % S S a S S S S S a S a 5 5 S S 5 3 S 5 5 S , 5 5 £ 5 S £ £ 

i-lr-liHr^f-l-f-^r-ltQfSr^fHf-IrHi-iiHcQtgtOrHr-Cr-tr-IMHM  (0  r-«rH(r^f4«-4iOi4«4corHtOcOtO 

1 ^ ^ 

« «.  SS  5 & ^.S  S 5 S 5 « 3 S S 5 53  ^ £2  S ££  2 2 £ 2 £ £3  S 2 2 2 

^ 0.0.  « ^ « o o.  ^ J «>gg  j3^  J ^ ^ cJ  jjjo  J «•  jo*3 

1 * 

£ * 

a s s s a a a s s s s a a a a g g g a a a a s s g g s s g § g g s g g g g g g 

f-lf-lf-lr4r4i-l(H>-<tHf-lf-«i-lf-tHrHc-4t-«r-<fHf-«f-ti-tOOr4  H OOt-iOOf-IOOf-IOrHtHH 

II  s 

sssssssss  sssssssggs ssssss  g sggsgggggsggg 
SggSggggSSSSgSSggggSSgSgggSSggSgSggSggg 

ll  ^ 

sssssssss  ggs 82 S5 5 ss?. 22? sq  s??s??s??s?sss 

2 2 22  2 2 2 S 2 22  S 2S  2 2 S S 2 2 2 22  S S S 22  i s 2 2 S 22  2 S S2 

i 

^nli- 

111" 

f! 

iiHiiiiiiiiSiiiiid 

H 

liHiiisyiiiiiiiiiiiiiiiiiiiiiiiiiyii 

Si 


114 


ii 


y; 


h 


i*i 


i!l 


>0  OO  C^IOO]  <OW  9l<-li-IO]iOcg  iHCO  iOt*  ^ ® ^ 

2 S S S S S 2 2 S g S S S H 5?  g ?!  S S 2 ? S ??!  ” S 2 S ? S 22  S 


I “i  n «. 
SSS 


©*«DioHOkWoaegok«<iesi'^f^H 
aja)'»?o^okeo»orHait-o<oavcDi-ij«5'^^OH»r*ofc«>  • • ••  • • ••  • •♦  • • • 

S S g S £ E E C » S S S S g ~ S S S g s i s g sV  — £ S e:  e S S 8 g S s s c 


£ i g “ s i £ £-  :•  i i 2 ; 5 2 2 :■  3 S 2 3 :•  5 2 ;•  ? s e s s g s i s i s i i s 


o.  ->  r;  a.  e-  « ® « c-  « oi  « «o 


« ® H t;  « o.  w 


to,o«>oaj,<5^voot-or<<».(oo>®wo»rf>N«j<i)«j«  • • 

S ° S?  2 2 S ?!  2 S g 2 2 sje  S 2 S S S 2 ?:  g ??:  § 2 f!  g ^ ?!  22  2 f!  S ^ S g 


OJ  S<flQr4lC,M!BEgiOIO  MlOC»0>«)  OOO  COC^tOt-a)t. 

s g g s s 8 £ s s g i «•  s £ » £ £ = E s g s 5 E "•  5 2 2 2 5 2 2 2 a 2 :•  :•  3 


Z*  Z Z Z j '"•  ® ■“•  '■•  “i  '*•  ”•  " “ * “ ”•  ° "'•  ” ° ”•  “•  “•  ‘^* 

3SgS2Sj?32ggg33SSJ2  22SS225l2SSSSIfS22^SSS5i3S 


o»  « o.  « w n « n * « « o « r;  « .o  „ w « o « u>  n .a  » « o.  r.  oj 

SiXgS2S222g8  225  22S2gS2S55!5gSSS5  55  5?32^222Sg 


'1  ® ® ».  “ 'l  ^ ««.  t O.  «.  « ® '1  « « 'l  -1  O ® n «".  « 'l  *;  O'.  W B -J  t;  B «D  UJ  ® H O 

8JS?2gSg2S2?gS25  22  22S;3852-S2:52222SS5!25:2SC 


ililllliliiiiililllliililiiliiilliilltl 

illiiiillllliiHlillilliiilfilliliiliil 


ililllliilfillliiliilllillllliiiliiilM 


lili 


liiHililiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


!{ 


!'! 


fl 


IT 


iipillllliliiilllllllllilllilillllllll 

m 

iiiiihii 


ii»iiiiiSiiiii!i}iiliiliI 


Siiiiiiiiiillii!ii!iiiiii!l3!ilil!l!lii 


115 


R 

1 

1 

i 

& 

§ 

fti  cvjionS  nnS  Sn  n£a6i)  ^ **i*^*^ 

] 

|l 

s 

\ 

|S} 

2 3 

8 

1 

s I 

fl 
1 1 

f a 

\l^ 

S 

u 

1 

il 

j 

1 i 
1 S 

1 i 

a 

OD  ^pt>  a-ONotoooiaricootio^  <oi>.a3r>n^cM^  n lomavn  ^idioc*  >H<ooo^o 

4^- 

5 

sgiS  SsilisSi§|S8  2«sssssK| S SslaSsiSsHSas 

s * 

ih 

^ moo  a3ocMooio*>(0«cDNO^<-ii>  lonooion  <’>  cot>nn«s<a«<ocor4t~N,^ 

£ E 
1 

1 1 

a 

SSSgSR&SSSgS'gSSSSSSSSgSSSssSSSSgSgSSSgK 

O 

r> 

hi 

s 

197.4 

204.4 
199. e 
200.0 

i96.e 

196.6 

199.6 

202.6 
200.0 

194.3 
186.7 

205.6 

204.5 
203.  3 
201.2 
200.0 

196.7 

194.7 

197.2 

196.8 

197.4 

196.3 

193.2 

198.4 

197.9 

196.4 

192.3 

194.1 

193.6 

176.6 

166.8 

189.2 

186.7 

193.1 

188.6 

186.0 

180.1 

166.6 

183.1 

! 

la 

s 

10  CMtOr-  V><^0|rHIO<OlOr4^-lOr4CD^O•^IOO  fDOAO  O 0<OU>»Oa>a>0»t^  O^C^iHOO 

9 

1 

sHsSiisSssEssssIsSsSaassSsssSSSHsBBSSa 

\ 

s 

3 

a 

il 

R 

s 

OC 

U H 

2 s 

!1 

a 

1 

K E 

> 8 

1 a 

hi 

s 

TYPE. 

o « 

% ->  !■ 

S2 

1 

3 

1 

1 i i 
s 1 1 
^ » 

il 

3 

1 8 
S « 

i ! 

g ‘ 

b 

!’i 

3 

; 

1 > 
fiL 

S 

3«r 

u. 

e 

i 

h 

3 

3 

M 

IC 

S 

a 

.ii 

3 

d 

z 

& 

o 

c 

ih 

2 3 

3 

1 

u. 

O 

c 

s 

M 

1 

c 

1 a 

hi 

s 

ia 

1 

a 

j 

Labontory 

1 

fa  tafafafafafalHfafnfa^i^fafafa^Oaft^tafatafafa  t 

•i 

i 

1 

1 

liiiyiiiiiiliiiiliiiiiliiiiiiiiiiillii 

116 


a 

z 

g 

s 

5 

p! 

S 

o 

5 

0 

1 

1 ! 

t 

m 

0 

1 

lli 

1 

S 

i 

a 

0«l0^40^0fclO(DIO»-f-tr4 

•!- 

S 

8 S 8 g 8 5 JJ  S 1 fe  a a g g 8 g 3 2 2 s*  3 K 2 g g “ 

!; 

• 

iSj 

3 

• 

• 

E 3 

8 S S g 5 ? S 8 I 1 8 8 S 5 g 8 § S 3 g 8 S S g £ S 

: 

S a 

IOB>-CC>Oa>5f«OIOOZ-OeD«|tOr-40^0MO^<D^Or-(  ^ 

111 

S g S g S S E S S 8 g g g S S I 2 s 8 3 g g g s 8 g 

^sggssgsasggg 

u 

S 1 

40ot>oa>«ooioo<oo>o  >on^ooon<o>~n  '*! 

ooMa«AiWB®c«««n«f-«c« 

7 

s 

S g S g S a’  S g 8 f g 8 8 g g.*  g S 8 8 8*  8*  g S g 8 - 

8 S*  g g g £ 8*  8 g 8*  g g i 

•? 

3 

0> 

a 

8 

" 

X 

OC 

< 

o 

flC 

o 

H X 

h 

a 

£ 

111 

O 

o ' 

S z 

z £ 

I ! 

3 1 

.5 

< 

K 

? 

S ‘ 

3 “ 

2 1 

tfi  2 

w { 

li 

f 

tu 

U. 

O 

^ ! 

1 

lo  ^•<onnoM•Ha>n^•c^r•4DlOooo«oo•o•)«ooo»^ 

^V>t^r^9i^<0  0*rA^O*Ci<T» 

E 

>- 

H- 

> 

oc 

< 

? 

il 

* 

i B S s S H S 3 B S s i B S B H B i i s iit%  ^ 

3*wc7vt*r  iAr»ovo  ^ 

S3333333333SS 

s 

S 

3 

CO 

• 

u 

m 

3 

: 

n 

15 

^ OnOOIMiaiOOr^OMOkOOfOiHOMn^lOOlOf-t^ 

8 i i g s g 5 a i 8 s g g i a g s g g a a s’  s g 3 « 

<DtOtAOOlOOr-llDf®F-t-^ 
CM^flDr^  CDO»r*-t-lOWO»  5“W 
p4p4rHr4.^r^r<l^r-4i-lr4.-Hr4 

t 

i a 

[ 

tor>Or4^^o^<g^t^o  CO  n 

jii 

! ^ 

§ B B s 3 B 3 B 1 B B B B B B B B B B B B B B B H H 

3 J5Ih 

1 a 

1 

367 

1 

B BssBsBs^^BBBBBBBBBBBBBBIg 

B g g a g g ^ S § S S 3 s 

X 

s ' 

c 

i 

s 

a 

• 

s 

i SI 

« 

• 

1 I 

d 

z 

LU 

> 

z 

3 

? 

• 

S ' 

S|l 

1 § 

c 

m 
m ; 

s 

o 

u 

o 

& 

1 

s 

§ asSHIisSsiisisSsSliS^asS 

"3^3333333383 

_J 

u. 

o 

H 

iS 

1 

b 

* 

1 

K 

i 

1 

» 

c 

1 

^iiiisss8iiid88^d^||ii||||^||g8^53^|sgg 

1 

H 

1 

liOiiiiiillLssOlliiiSyiiiiiiHiiliii 

117 


i 

i 

3 

i 

a 

§ 

u 

1 

UJ 

a. 

f: 

< 

6 

z 

(U 

> 

H 

o 

X 

o 

u 

2 
(1. 

0 

&; 

UJ 

(- 

1 

1 SUMMARY  OF  AVERAGE  RESULTS.  BOILER. 

J 

CO 

1^1 

s 

£ 8 8 S S S S S 8 S S 8 S S 8 S 8 S 8 8 8 8 8 8 8 S 8 8 S 8 8 8 S S 8 S 8 8 8 

z 

O o 

< c 

S s 
W j 

-li 

s 

S S 8 S S S 8 8 8 S 8 S t 8 S 8 S 8 8 8 3 8 m S S 8 8 8 8 3 S S 8 8 3 8 

«4D<^^io«o«oo«DOk<o«)n^t^  mm  o^mmmm  mm  mm^mmmm 

1 

3 8 8 8 3 S n 
8 88  I 3 § 3 

iiiiiiiiliiiiiiiiiiiiiiiiiiiiiii 

1 

8 

8338833 

3883888 

fH  M OI  rC  •-•  fH 

It  M»«0«Ok<Or-«>«iOt^A^o«>OkO»  S m&toSSjSSaSSS^S 

Q ^ o»t-c««Q9ioSoSSMS 

5 SesaBisssa^silisi  ®*  55S8s§Sas8®38n 

O 

£ ^ 

\n 

s 

6 8 3 S 3 8 3 8 J5  8 8 o 3 3 3 8 S 3 S 8 3 S 3 8 ^ A n ^ ^ 

5;  a 3*  S 8 3 3*  8 § 8 8 3 8 3 £ 8 8 3 8 S 8*  3 3 3 8 S * « 2 2 S ® • • ^ ^ * 

O 

o 

o 

i 

s 

(0 

-1 

D 

0) 

U1 

c 

111 

o 

< 

X 

u 

> 

< 

u. 

o 

> 

X 

< 

z 

Z 

3 

(0 

X 

§ 

c 

9 

« 

• 

r 

1 

a 

s 

Pi 

s 

fa 

s 

la 

1 

s 

s 

9 

8 

1 

\\ 

I 

i i 

ce 

o 

H 

O 

5 

z 

a 

.1^ 

3 

3 5 3 3 5 3 355  533  3 3 3 335333  3 3 3 3 3 s ; ;•  5 :•  ;•  :• ; ;•  :•  3 3 s 

jia 

1 3 

S 

®.  °.  ®.  ^ •.  *.  I®,  n ®.  n 1 n '•,•».  ®.  t •.**.  "i  •-  «» «i  o ^ 

0 0 0 0 ^ ^ 0 0 ^ H - J » « ^ ^ J 

i a 
111 

S 

•*  OMO'40'4io».».oMoa«i»«aia««o«i><i 

1a 

2 

s 

5 J 32  2 2 2 *3  ■*• " 3 • * ® ® ’•.®. ®.  - • « - ® « ® ® • »*  • 

S 

o 

K 

W 

S 1 1 

K £ 1 

s ^ 

ill 

■ i 

S j 

m 

o ‘ 

: 

! 

ft 

Pi 

s 

I a 

iV- 

S 

la 

I 

3 

It  “ 

1 

8 

i 

i 1 

S < 

s ; 

S 5 

s ! 

11 

s; 

a 

|l 

3 

fia 

I 2 

- 

i a 

W- 

§ 

: 

H 

o 

4 i 

4 i H iii 

iiiiniiiliijiyiilliliiiyilllj 

I 

z 

lliiiiiiiiiliiiiiii§iiiiiiiii§ii»iiiiii 

118 


1 

1 

1 

3 

0 

*? 

2 

Ui 

cu 

>- 

1 

6 

z 

U) 

> 

F 

o 

£ 

ti. 

O 

H 

j 

s 

SUMMARY  OF  AVERAGE  RESULTS.  ENGINES.  | 

if 

|2 

1 

12 

S 

S H 
s e 

ii 

i 

|3 

s 

12 

i 

flC 

UJ 

> 

o 

Ul  c 

s & 

SI 

1 

|i 

s 

X 

o 

S 

u 

< 

a 

BC  ^ 

S S 

OD 

O 

SB 

3 

O 

CL 

i 

a 1 

s 

i a 

i 

S 

i 

I 1 

S 

f 

§ 

B 1 

1 

§ 

K 

09 

UJ 

cc 

0. 

> 

tu 

Ul 

2 

z 

1 

a 

s 1 

s 

70.01 

103.49 

175.91 
166.94 

67.40 

64.46 

100.91 
106.61 
160.47 
167.21 
166.90 

64.94 

99.20 

116.65 

110.20 

190.49 

140.99 

149.40 

78.79 

76.17 

79.66 

106.10 

109.67 
110.36 
119.06 

124.66 

46.99 

80.00 

95.91 

100.87 

106.68 

64.40 

69.40 

89.40 

66.08 

74.23 

80.84 

38.46 

73.32 

i a 

1 

S 

71.40 

99.06 
179.86 

164.19 

69.91 
67.20 

97.07 
106.04 

164.74 

167.19 
166.97 

60.60 

67.01 

107.99 
111.76 
131.66 

lUt.lQ 

U9.96 

79.69 

80.91 

79.62 

109.99 
100.9C 
111.26 

119.74 

123.68 

66.83 

81.42 
97.26 
99.50 

106.48 

66.69 

90.62 

90.62 

71.43 
76.92 

79.08 

60.62 

76.78 

1 

i 1 

s 

1 2 

1 

s 

? o2gS?:8SSSS3s:SS£5  BSgS||S3gS  ggissJsssssss 

j SUMMARY  OF  AVERAGE  RESULTS,  BOILER.  | 

1 

' 1 

1 

S 8 S 3 g g S g’  5 i i i i g 3 5 2 S g*  S g B a 2 3 2 g*  S 8 8 5 ? 2 2*  3 2 2 S 8 

1 1 1 

1 

o.  • o « I-  * - 1-  « «^  « o • n o.  <4  n M ..  n “.  ® I "I 

i Ii  S §•  1 § ||  J 1 g ||a  |gs  i II 1 1 H I § § p 1 1 II  p 1 

<0 

00 

-1 

u;  “ 

l\ 

a S 

z 

< 

Z 

o 

oe 

1 

1 

1 

3 

g S8S  g S 8 28  SS  8 8 sag  § Sg2  8 8 8 8 8.  5 g g 8 8 g.  S 8 8.  S S 8.S  2. 

»j  ejogjjjjrjjjgiocijjorjggg  gHWrJafo>a>«l> 

3 

S 3 3 S S q g 3 5 fe  2 S.  S g.  3 S 2 8 S a g 8.  S 8 8 S g q S 8 S 5 8 8 S 2 S S 8 

^ ^Ok<OH^oo«K><AOOOo><a4>  iSM»  ocBcot'-co  {Jo 

3 

g aa.ggg  aag.a.238.2.3.8g  ss  s sa.asa.  s s ag.sgq ssss  a.g.a 
s a “'“’a  ass'*  “'“sss*'*'®  "s"*  s®**-®  *-*3 

ii 

iill 

iaii 

3 

5 55|35S!*-|S35f-l^-|^-?5555*-||5S|5|5|^ 

> 

1 

£ 1 

3 

iliiiiiiiiliiiiilliiiillilliilliiiiilii 

! 

! 

2 

1 

119 


i 

m 

»• 

It 

«« 

T1 

1 

C 

s;  * 

P o 

I ' 

s 1 
e 

9 

O 

s 

8 8SSSS3SiSSSl?;;t^S;{S8SS89!:?st  H 
s s 5 a a a a a a s aa  a a'  a a*  a aa*  a*  8 a i i s a 

saagagaa^SBaa 
a a a a a*  a a*  a a a*  a*  a*  a 

2 

a a 8 a a a s s a 8 a 8 s a s 8 a s p a 8 a 8 a a s. 

n n'«<anionn^<oionMNM^V*>MnMnmnn  •* 

S8S  SoSoS  38SS5S 

vJntonnconnnnMMiQ 

in 

B 

«D 

noor-iooiAOOBtooi^ookBkco^^io^OBf-iio^  -J 

S llll  s 

9 M M 

ocav>t^o»o«o  looio^ioo 

^^^8a|a8aasP| 

K 

9 

O 

X 

& 

m 

H 

A 

s 

; a||a||s§|pgp|S|§§Sg|||  1 
itKSSsHxsIllSxiRiSaBiRSSSI  1 

aaBaasaaasBSs 

asaaBaaaaiaas 

‘S' 

X 

a aasa^aaasssaaKassasassas  « 

asasaaasgaaaa 

t 

a aa'assaaaaassssssa’ssaasss  s 

1 

i 

!! 

2 

K as^aaaa^sssKasaaaasaaaaa  s 

0 

1 ^ 

cuss 

^ 3 

3E£iisiiPig§P|i33§S;3Ssi 

lOC>INB|p-<«Oaoii»^ria««-« 

c 

UJ 

$ 

? J 

SI 

S 

o o 
* ^ 
o 
s 

a 

s 

CO 

111 

z 

o 

z 

! 

s 

3 

i 

i s 

5 

1 

(ll 

(0 

1 

R 

UJ 

UJ 

c 

UJ 

1 

4 

5 

i S 

s 

SSKSa!;SliSS3a$S3?333  3.  S3S3S  3 

i SSSiip'iiiSSSip't'sl  sp'iil  s 

aaaaaasaasasa 

a. 

o 

< 

oc 

UJ 

> 

< 

B 

B 

X 

1 

o s 

1 

s 

a a s s a a a a £ a s a a s 8 a a a s 8 g 5 g s R « 

2 g s s 3 s K s 8*  i f g 3 8 5 a 8 a g a g 3 g g 2*  j 

BEsassasaasaa 

s'BiiS'Si'S's'ilSI 

u. 

o 

>• 

3 

ll 

s 

< 

z 

z 

3 

I a 

3 

S 

i 

S 1 

a 

I 1 

§ 

I ’ 

UJ 

C0 

OC 

o 

la 

3 

i 

X 

o 

UJ 

1 . 

a 

1 J 

2 

aasasaaaasaaa^asaaaaaasss  » 

s a'  3 a i a i i i i i i a s i i 1 1 i a*  i i i ^ i i 

aaasssaasasas 

iiiiiiiiiiiii 

6 

z 

U) 

i i 

S a 

3 

s 

3S33!:SSS3S8S3S4S83K33  3a33gggs3333a3SS83 

« i s i i i i g s I i s H i 3'  i 3 s s s 1 1 P $ 3 i i 4 1 g 1 § 3 i $ i 3 

i 

8 

q 

! 

B 

B 

X 

s 

a 

1 1 

I 

a c * sss  a gss  S88SBS  s ».s  ».s  ssas  5 |3||3  §*1155*5 

§ 2 S’S  2 S 3 35  SS3 1 1 1 1 1 1 1 s i 3 * “ " S 33  a s s § s 5 a s 

u. 

0 

H 

1 

z 

1 3 

1 

§ 

s a a g 8 5 a a s s 5 a s 8 a a 8 e b s a s a s s t H » H H ®.  H n 

1 2 2 3 2 2 2‘  5 2 1 5 S 2 5 5 i 3 5 a'  s'  i'  S s'  1 3 s s 2 3 3 1 2 1 3 3 3 3 5 1 

! 

i 

•: 

2 

1 

Z 

liiiiiiiiyiilililiiiiiiii 

iillliilillii 

120 


1 

1 

1 

1 

o 

1 

« 

fi 

i 

§ 

s 

i 

1 

11-^ 

£ 3 ■ 

I 

u 

1 

1 

11  = 

1 

ui 

1 

8 

8S8SSr:?S?S&::SSSX98S^3S6a 

lfi333gg38g8s:3S 

8 3 

H 

S 

u 

n«><«Mioioio<an  o nio«<ciD«  « io«a  ia<eioiDa 

0^^lO#^«O^«OIOlOtO 

lO  to 

i 

z 

0 

§ 

1 

1 

ill 

S 

6. «.  s.  * s S s.  § s s r ? a s a e s a 6 i;  a » s s a g g „ . . g , . ^ g „ „ 

•saagtassaaEssaaasasaasaagggj^gggggggg 

8 3 

S*  8* 

n 

3 

CO 

c 

o 

§ 

i! 

i 

iiiiiiilliliiilliiiilllliiiiilgliiiliil 

UJ 

a 

u 

o 

0 

z 

0 

0 

1 

e M'S 

z 

I 

S S S g S S s 8 S S 8 3 5 3 S g 3 s S CJ  S 8 5 8 fi  H n H H 

5*  S 3 3 S*  S 8 fi  S 3 S fi*  3*  3*  S 3 3 3 fi*  fi*  3 fi*  S 3*  3*  ^ fi  S 3 fi  3 3 3 3 3 3 5 

3.3. 

' to  to 

TYPE 

c 

111 

> 

< 

s 

1 

II 

1 

*-«a-4i-|iO^OktOl-  100l00«0«« 

s 3 8 B 2 3*  3 H s 3*  i 1 s*  fi*  s*  i i s*  g*  i i i 

1 a)^■•-4•-lf-l3lO<elKot«oa> 

i|*3s‘3IS§SS§g3s 

Ti 

o 

> 

DC 

< 

1 

i 

UI 

1 

83S33g3Sfi8g83|g8fi8a3g8SS 

! 1 S 888  83  Sfig  383 
! 8 8 33  8 3fi ill  lai 

11 

2 

2 

3 

(0 

o 

§ . 
§ ; 

t aj 

1 

i 

3SSfigfigfi3fi8fifififi3SfiaSS3fififi3S8fiS88l^33fifi 
- ® 3*  fi*  * “*  3*  3*  S*  a*  8*  "*  3*  3*  3*  3*  i 3*  3*  3*  3*  3*  3*  3*  fi*  3*  3*  8*  3*  3*  3*  3*  3*  fi*  3*  3*  S 

fi  8 

3 3 

»• 

•J  X 

d 

! II 

aalaSSIsaSSSSiilllUSSiaiS  SiaSISSSSiSSS 

s 

ooooooooo  oooooooodbdoooG 

»od  ddooooooooo 

O O 

III 

S 

33fifiSfi333g83gSS8883figfigS 
a*  fi*  3*  3*  3*  3*  3*  3*  3*  3*  3*  •*  3*  3*  3*  3*  3*  8*  8*  8*  3*  8*  S 

>2^  838fia3fi33fifi8fi 
f ^ d 3*  3*  3*  8*  8*  3*  3*  8*  3*  8*  8*  8*  8 

1 n 
£ |1 

1 

3 3S3fi.3  388  8838  83  3 8fi3 

ooooooooo  ooooooooooooooe 

r 5 1 fi.s.8. 58  8.38  3 gaga 

o ooc^oooooooooo 

6 

z 

U.' 

> 

h 

■ 

1 

1 

1 » 

! 

S 

|ISS-!iii3IS33§i§iSi|3S|n2  SSISSIpiiiy 

aaaaalaiaaaasaaaaaaiaaaadaaaaaalaaaSaaa 

O 

£ 

8 

O 

1 

j 

j 

1 

i 

il" 

s 

33333388fiSS8fiE:S3S3883fiSa33S83S83fifi8SS 
i 3*  3*  i 3*  3*  3*  3*  3*  3*  3*  3*  fi*  fi*  S*  fi*  fi*  fi*  fi*  fi’  3*  S*  S*  S*  S 3*  fi*  S*  S*  S*  S*  fi*  S*  S*  S*  S*  g 

ig.fi 

* 94  O 

1 «H  1*4 

U. 

O 

i 

^ it 

\ a* 

i 

fi  8 S 3 8 3 S fi.  3 3 g g 8 8 3.  fi.  3.  3 fi.  8 3 S fi.  3 8 S fiS  8 fi  S 8 fig  3 S S 

firtCtOiHfifiiHM  NWrlfirtfiM  •tfifiiHHiHrUrtr*  iH  rlrTi-JrHMrJHfH 

» to  Ok 
t 9 tO 

1 

! 

i |l|| 

Iliiyiulll 

M 

1 Ou 

1 
•i  ' 

a 

J 

; 1 
: § 
z 

liiiiiiiiiiiiiiiiiiiilii 

liiiiiiliiiiiiii 

! 


121 


TEST  OF  LOCOMOTIVE  No. ixa*  TYPE  ^-0 

SUMMARY  OF  AVERAGE  RESULTS 


122 


TEST  OF  LOCOMOTIVE  No..  U34  TYPE  t-6-0  CLASS 

SUMMARY  OF  AVERAGE  RESULTS. 


123 


i 

i 

3^1  R 

SI33S3SSS3 

H* 

iSiiiiilii 

tj|  9 

liliiiiigi 

5 

U 

1 

0) 

j s 

M 2 

S S S S & S S S S K 

N N*  ««  CM*  M*  M*  n*  M M «| 

t S 

iliiiiiiii 

1 S 



0 8 

1 

Iliiiiiiii 

o o o o o o o o o'  o' 

11! 

o 

% 

|l  S 

.J  R 

TORS. 

t ACTION. 

S 

o ooooooooo 

g - 
Z * 

**  0 
z 

1 1 R 

W NOlMO|«4i-rrHOO* 

'3  = 

S SS::;SS;lSS8 

o o o o o o o'  o’  o o' 

i 

■ 

(0 

■1  ^ 

lO  (l>IOKOOn«iOr4 

O OOO  r-*r^Hr4C4M 

1 . 
£1. 

I’l  S 

r-l  ^ono«on<oi-i^ 
iH  CM  C4  n lO  « 

« O 

“ 5 

Z 

CM 

d CM^«f«4O0k^OM 

A 

3 

3 

5 3 

Si- 

sssassssss 
s a s a s s a 3 s 3 

til  ^ 

1 1 

U R 

1 £ n 

flC 

iif 

S 

z 

3 

3 

1 

1 ^silsaiES 

:■  § 

I 2 

S 5 . 

i ^ 

I 

^ s 

5 ” 

n MrlOtlOiHiONCDN 

8 IllSsSiiS 

Uboratory 

} 

1 : 

1 

iliiiiiiii 

TEST  OF  LOCOMOTIVE  No.  UH  TYPE  . ..  CLASS 

SUMMARY  OF  AVERAGE  RESULTS. 


124 


IIS  OF  SMOKE  BOX  OASES 

PCB  CKMT. 

fi  6 1 

|5  ” 

s 

8®S}SJSSgJS3S 

s 

I * 

s 

O^OlO«OtO  CMCV|«0 

g 3 ^SS  S S 3S 

11“ 

J 

^ova>^(7kjOMorai 

> 

•J 

5 

l|o 

3 

1 

• :-o- 

S 

OOsOCO^OOD 
«S^O«OV<DO  «0  ^lCr 

9 

s 

CD 

kU 

U. 

S 

= |•=l 

Ui  e 
&. 

1 

I 

o 5 

5 

lO  IOiOlOiO«»lOtOlDlO 
to  tptO^<OsO«p<AiO<0 

2 sssssisss 

I h 

3 

0»  OCOk^OkOkOkOkOSOl 

to  <om>^«o«o^<oao^ 
lo  to»»ioionncQion 

s sssssssss 

S 

S 

< 

o 

sli 

til 

s 

OJ  01  M cT  0|  M O)*  oT  C4  C4 

o 

0 

CO 

1 ■ 

1 

9 8 8 8 8 8 8 8 8 8 

c/  cl  M M M 01  01  01  01  c! 

w4  r-4r-lHf4<-C»HfHrliH 

is 

o 

s 

c 

1 

3 

8888888888 

11 

a 

8 888888888 

8 8 8 8*  8 8*  8*  8*  8*  8* 

II 

S 

8988883888 

2 2 2*  2*  2*  2*  2*  2*  2 2 

3 ; 

x'  1 

9 1 

ll 

C 

< 

S 

8 . 88$  8S  8S 
•**  * • a s a 5 

HI 

§ 

< 

8 

III 

s 

Ubonlory 

! 

1 

lyilEliiS 

TEST  OF  LOCOMOTIVE  No.  IIM  TYPE 2-6-0  CLASS 

SUMMARY  OF  AVERAGE  RESULTS. 


125 


8 J 

ii' 

%0  ^4>0>c- 

S i i i 3 3 S E2  ? 

?sl 

o 2 

« s 

ia. 
1 = 

«r4p4O«0a>^0»«Hc*» 

ipOrHOr-Ok^cooir: 

^ Is 

• ia 

a 3 a £ 3 ? i i i i 

i 

aS  . 

? N 

m 

I 

flC 

o 

2 

! & 

o 

o 

z 

s 

o 

1 

U , 

? ^ 

w 

o 

s 

»- 

Jl 

. !! 
1 2 

o 

H 

z 

t. 

IP 

0 

c 

1 1 ^ 

UJ 

€ 

£ 

2 _ 
?l  " 

R.  I0r«»»0*0k0«0 

K a s a 3 :?  a s a s 

S s 

ii  , 

3 J3  a 3 a 8 3 3 S R 

• 

z < 
o < 
z f 

1 , 
i|  " 

lo  «3a><o<*oo»^ior^ 

s R S a’  S 8 3 3 R 8* 

1 

C 

: a . 
1 ^ 

S s S a 8 3 i i 3 3 

IT 

g ^ 

a S 
i 

a sssaas^aa 

SsiSsSISSs 

E 

s 

o 

s 

< 

z 

I ; 
« 1 
i ’ 

1 s 

3 

liiiiiiili 

Q 

2 

r s 

iiiilliill 

ill 

Hi 

li  s 
:2 

liiiiiiili 

I S 

O 

z 

3 

O 

o. 

z 

1 

& 

H 

oe 

12 

1 

2 

1 

z 

1 

1 t 

A ; 

1 ^ 

liiiiiiili 

1 ^ 
It 

^ 1 

1 

1 

>1 

1 § 

0» 

iliiiliiil 

h 

i« 

1 

h . 

1 

0 

1 

I [ 

II 

U’ 

I 

5 

s ^ 

c 

s 

f 

z 

o 

s 

u. 

UJ 

flC 

2 

• 

1. 

ii' 

188.6 

170.4 

190.4 

170.4 

188.1 
181.8 
168  .0 

173.1 

168.8 

166.x 

i 

flC 

a. 

1 1 
il 

i M 

s 

1 " 

193.8 

200.7 
188.2 

190.3 

189.6 

187.8 
183.1 

190.6 

171.8 

177.3 

9 

s, 

ll  ' 

198.7 

196.7 

190.2 

186.9 

188.6 

196.2 

189.9 

201.2 

172.0 

178.0 

& 

192.8 

£00.3 

188.6 

193.2 

194.6 

193.0 

187.0 

198.4 

170.0 

177.8 

3 . 

fP 

1 

S g- 

h 

1 " 

V 3 

tt  s 

0 £ 1 
Hi 

2 . 
IP 

00 

Q 

s f 

w e 

c 

d 

5 

o 

c 

o 

K 

< 

t J 

3 „ 

jl* 

o 

5 

z 

Z 

o 

c 

:V- 

m g 
i u 
! > 

V 

o 

e 

2 3 
■ s 

i| 

2 . 
ll  “ 

o 

s 

z 

Ul 

I- 

& 

I S 

,!■ 

:f! 

O 3 

X W 

I2  . 

P 

O 3 

. : 

£ £ 

PI 

t a 

ll' 

If 

3 = 

28  888 
rd  A P H 

1 i 

z 

geEJ?SES2?r 

127 


£ 

I 

t 

1 

1 

i 

8 

: 

1 

i 

!' 

s_ 

a 

1 

§ 

I 

i| 

a 

il 

S 

! 

1 

1 i 
1 

a 

% 

( 

j 

s 

3 

il 

S 

64.8 

65.8 

74.4 

I 76.2 

90.2 

1 96.4 

101.0 

107.0 

74.8 

79.8 

i 

: |! 

i 

> o 

s 

h 

1 

s 

^ oi^000»^>^‘00 

Li 

S 

0 

A 

II 

s 

u 

* 

h 

1 

<oc4^t^^c<in40o>o 

Okv4^lO^«Oe>|lO(DCO 

or> 

O 

a 

2-8-0 

3 

< 

0 

fiC 

1 

1 

: ^ 

h 

n 

s 

CO 

u 

a 

Ul 

o 

I 

I ^ 

M « 

^ K 

1 » ! 

" 3 1 

A 

II 

< 

oc 

lU 

tf>  i 
Ul 

s 

si 

< 

i 

UJ  J 

z 

3 

0 

M 

TYPE 

u. 

o 

>• 

c 

< 

a. 

Q 

1 

a 

a 1 

1 

1 

137.2 

134.4 

132.5 
129.1 

146.6 

146.4 

136.7 

146.0 

123.8 

131.3 

s 

s 

D 

CO 

< O 
: ^ 

il 

■s 

s 

1 

162.8 

160.6 

140.3 

143.2 

144.4 

154.3 

138.3 

144.0 

128.5 

139.0 

‘ 

£ » 
r « 

X 

1 

a 

§1 

S 

166.9 

166.4 

141.8 
138.6 

161.8 

161.4 

136.4 

143.0 

127.8 

142.4 

1 

1 1 

H 

a 1 

1 

K 

i 

169.6 

148.4 

139.0 

139.3 

140.2 

143.0 

130.4 

144.3 

120.3 

126.8 

1 

X 

s 

w 

K 

s 

1 

! “ 

£ 1 
s s 

aI 

1 

d 

z: 

UJ 

s s 

2 1 
m “* 

|i 

s 

c 

o 

m 

i 

8 

q 

it 

11 

i 

201.7 

206.0 
200.  e 

207.4 

203.3 
201.6 

197.3 

206.3 
183.C 
198.1 

•J 

U« 

O 

s 

> I 

w <9 

s * 

|i 

s 

H 

1 

Laboratory 

Deilonation 

cH  1^  (-1  f-l 

1 

oi 

i 

128 


1 

s 

(/i 

*? 

1 

£ 

>- 

d 

T. 

tu 

> 

h- 

0 

8 

q 

u. 

</) 

U) 

H 

1 

a 

1 SUMMARY  OF  AVERAGE  RESULTS.  BOILER. 

s 

m4^<D  HcDclr*r*a> 

CO  0€0<D  «A«DIOIO 

Z 

3 

O 

a. 

z‘ 

o 

K 

S 

o 

a. 

> 

m 

1 Sfi  ? 

S 

sssasssssi 

rH  r4C4M  CM^I0I09>|S 

a 

s 

(OtOOkOiOCOniDCMOk 

xSSligSiH 

ri  r4«g<M  «4MniO«OCO 

O 

Ul 

« 

s : i 1 

'|;j 

s 

31.62 

32,76 

44.60 

47,09 

69.96 

63.60 

106.36 

102.26 

116.03 

121.13 

o 

Q 

> 

cc 

o 

« 1 

s 

lO  <0  4m  <iiiD<»at'4m 
•M-oonr-cor-i-tiOAi 

(/> 

t- 

_1 

D 

W 

u 

(£ 

U 

% 

a 

u 

> 

< 

IL 

o 

>• 

(T 

< 

s 

s 

o 

(0 

o 

a: 

< 

o 

o 

K 

o 

5 

z - 

g 

1 

S 

i 3 

1 

a 

R 

1 

“ 1 

i 

1 

s 

h 

& 

s 

fi 

u 

c 

1 

ii 

s 

o 0«9ki0  a>06<-4^00 

o oooMfHcwioor* 

1 i 
1 

s 

9*  ^^lOcOOlOOlOO 

O OOMONtbcDto^l^ 

m 

m 

i £ 

9 " 

s 8 

3 

1 i 

\s 

% 

M 

S 

CO  C40l5|*0>HOh«4tOO> 

O Oi-IOM<«iO«9t^t9 

s 

O-  CD01«i||Qtf)K^Ont^ 

O Of-4r-li-4<H«lOE^IO 

S 

o 

u. 

1 

^ 1 
3 , 

0>  1 
»> 

it!  : 
£ : 

< 

f 

i 

i 

1 

< 

t 

if! 

5 i 
> “ 

1 S- 

3 

! 1 

a 

ii 

1 

s 

*£  9 

L * 

> 2s 

> " 

1 -- 

i 1 

e 

3 s 
1 

s 

> 

8 i 

ii 

3 ' 

3 

|l 

R 

ii 

3 

2 

£ . 

1 

3 

II 

s 

1 ■g 

« « 
*8 
a 

s 

i 

i: 

iiUUUU 

129 


s 

i 

e 

1 

1 

in 

u 

i 

UJ 

0. 

H 

t 

rl 

6 

z 

w 

> 

§ 

s 

u. 

0 

S 

H 

1 
•i 

1 

I. 

3 

1 

^ 11 

i 

1 

5 

S 

1 

= la 

a 

(0 

u 

5 s 
i = 

ud  w 
oc 

«■ 

s 

s 

13 

s 

lu 

(C 

111 

O 

c 5 

< S 

lu  3 

0 g" 

> s 

IT  X 

< •> 

1 i 

s 

I ^ 

s 

S § 3 

M 

5 

1 a 

hi 

S 

1 s 

1 

s 

u 

oc 

3 

M 

cn 

£ 

tM 

> 

F 

bi 

t 

hJ 

Z 

2 

s 

2 

e I 

X 

;3  9Sll!;S8gSSS 
? S6SSS3SSS 

fill 

s 1 ^ 

“ ^ 

s 

s 2 

r-odokOOOCD^ 

1 2 
“ « 

1 S 5 

» 

S S S S S 8 1 3 £ s: 

* B 
s 1 

1 

s 

E^SS3S38SSS 

d i2cOC099»AOWOk 

' M iH 

S 

1 

* 1 

1 

-S  8SS5?SgSS 
j:  SgSS'szsgg 

1 

1 

c 

1 1 

1 

<omr-r-<o>i>n^r4U  , j 

S 8Si?3|SS£3 

2 s 

U 1- 

cc  < 

111  1 

^ 1 
u £ . 

1 

. 1 

5 

iH  rCr^Shcwe-^t-ioak 

3 

3 

8 8l:S85$Sg§ 

o 2 g o Ok  «o  «o  ^ 

1*1 

1 

S SSS3Si3S88 

o ooo»»t-»-«o 

a 

1- . 

111? 

3 

% SS8S28S8S 

“ « ® • a 3 a a 

^ 1 

1 i 

z 

a 1 

3 

iiilllllil 

tf)  j 

[} 

I j 

9 ««a»da>ooN2 

1 

! 1 
z 

ilElllllil 

1 

130 


z 

-i 

s 

iiiliiii 

III 

1 

U 

1 

ii 

1^ 

i 

J 

c 

s 

& SS8SSSS8S 

IS  s s d i i i i i d 

1 

O 

s 

S S3S8S^2S:8 

£ 

lO 

ijii 

s 

e o%noi-i«on^ 
MOlOOklOQN 

9 9lc^&S|8 

• K? 

; s 3 

1 rH  «H 

§ 

o 

z 

r 

S 

iiiilliiii 

ii 

1 

[1 

S 

8 » s s a s 3 s 

a NNMNaMM 

:3  s 

IS  a 

i 

1 

M 

1 

a a sag  aas^s  8 

n v>c4oi«oio^io«« 

cuss 

a: 

CO^t^AlOHa 

1 «0  SO 

X 

" 

8 s2i|l|iy 

2 

I 

S 1 

2 

o 

z 

o 

S 

> 

|i 

s 

to 

UI 

z 

5 

z 

u 

i 

S 

s 

u 

i 

to' 

3 

1 

s 

UJ 

§ 

K 

U 

ll 

1 

i ^ 

S 

Ok 

o ooo^Mt-r* 

a*  g 55  SIS  E 

: ss 

1 SS5 

> lO  1^ 

t 

O 

< 

a 

u 

E 3 

I* 

! 5 

» s 

1 

s 

s xasssssss 

iiiSliSsU 

u. 

O 

>• 

QC 

i 

1 

[I 

S 

< 

s 

z 

3 

to 

o 

i i 

1 

s 

2 

K 

9 

: 

i| 

i 

\ 1 

1 

2 

bJ 

CO 

c 

o 

1 s 

1 

• 

Z' 

o 

o 

s i 

2 

i 1 

TTfeTfTTT^? 

3 3 3Si£i3ii 

(U 

> 

p 

z 

s 1 

5 ‘ 

U 

c 

i 1 

3 

S 

s s az  sa  stss 
i 3'SS33  333S 

0 
£ 

1 

1 

i| 

a 

1 1 

i 

TsTFTSTT?® 

3 SSiSSSSil 

u. 

o 

1 3 

a sssa^sssa 

3 

M 

H ssS5alii5 

H 

1 

1 

1 

i 

i 

UMti 

111 

4 i-l  r-l 

•ii 

i 

TS 

1 

z 

Issislii 

M 

131 


i 

§ 

1 

1 

§ 

09 

o 

i 

1 

§ 

3 

t/i 

1 

1 

lb 

1 

.J 

U 

1 

I 

11= 

1 

ui 

> 

r 

i 

‘11 

S 

Ok  lOl^kD  ^r-llO«Or4kP 
lOkO^IO^OkCDr^tAkO 

Z 

o 

8 

1 

ili 

s 

77.64 

80.61 

ei.S6 

69.46 

86.81 

64.77 

86.U 

86.66 

87,01 

67.61 

0) 

!] 

3 

CO 

P 

0 

1 

o 

g 

S 

iiiiilliii 

i 

111 

cc 

bl 

o 

s 

0 

2 

t 

^ -1 
z 

• 

TYPE. 

oc 

u 

u. 

z 

o 

a 

11 

S 

S S 8 ^ 1 S S S 

o 

> 

X 

< 

2 

I 

b) 

m 

s 

Z 

D 

CO 

1 

S 

o 

Q A. 

3 X 

H 

S ooSinS88o8 

“ a s s s £3  js  a 8 

3 

b 

Ifi 

s 

O OOOOOOOOO 

a! 

|il 

g 

S 8?SS  88  i:  SS 

rt  M i-iaWNOi 

i 

ill 

1 

0.16 

0.16 

0.26 

0.26 

0.80 

0.81 

0.89 

0.41 

0.40 

0.42 

6 

z 

LLl 

> 

H 

► 

• 

z 

a 

s 

■i 

g 

to  ^•kr4rilO»MMo 

Iliiiiiiii 

o 

£ 

8 

2 

0 

s 

z 

d 

Hi 

,o  « 

s 

S gSS8  88S8S 

u. 

0 

1 

a 

z 

c 

c 

i It 

i 

g 

a g88a  S9 ass 

ftl  «4r4r-IC«r40AaiMC« 

- ^ 

! 

1 

J 

t 

« 

J 

1 

88  8881=8888 

GRAPHICAL  LOGS  OF  TESTS. 


A graphical  log  is  made  for  each  test  to  show 
the  conditions  at  each  ten-minute  interval,  and  to 
indicate  any  irregularity  in  the  weights  of  coal 
and  water  during  the  run.  These  diagrams  are 
on  file  with  the  Test  Plant  records.  A few  repre- 
sentative ones  only  being  shown  here. 


133 


M.  P.  Bzp*rSm«nUtl  D>1 

Pennsylvania  Railroad  Company 


Noutmovi  CciirfiM.  N*ilw*t  Ccuput 


Sheet  No 


WOT  Hm€f  St  SCAtMont 

TEST  DEPARTMBNT  Bullotla  NO, 

Graphical  Log  of  locomotive  Test 


10 


ftP  a ClAM  HRab  Lftrimnfttlv. 


AtToowA,  P*  3-19-1913 


!jiuppa»  iriauwes  r.  p.  m. 
I.OWER  PtOURC*  APPROX. 
SPEED  IN  MIUES  PER  HOUR 


LOCOMOTIVE 
Type.. — 2-8r0  — 

Class  

Number  367 


Sp6«d 

Revolutioat 

Cut-off 

Pp  ConL 

H.  P. 

Tkfottte 

Oponing 

Evif«ntiM 
Poundt  pf 

Mile* 

per 

Fall 

Water  par 

per 

Minute 

or 

Ppvndor 

Hour 

Cylndon 

Partial 

Cptl 

7.2 

40 

30 

? 

3,7 

TesT  No.. 


3210 


Sheet  No. 


g>»1218 


134 


135 


M.  P.  ■xp^iioMDtai  D- 1 ::  t i»i? 

Pennsylvania  Railroad  Company 

PWLAOCt^l*.  BALTIHOn  A WAtHtlMrON  RAILAOAD  COOTAaT 

NORTMIAN  CCNTAAi.  RaM-WAT  CMPANV 

WUT  JCAa«T  A SCAtMOM  (UlU«M0  COAAPAltT 

ShEFT  NQ_  P-l;gl5  TEST  DEPARTMENT  Bolletill  NO  __ — 

Graphical  Log  of  LpcoMOTivE  Test 

T«st8  of  a Claaa  H8sb  LooomotlTO. 4ltoona.  pa — 

I9Q 

— 

z 

0 

in 

a. 

Ill 

0. 

i/i 

ID 

j 

ui 

K 

D 

in 

U) 

UI 

a 

OL 

ff 

u 

j 

0 

0 

REVOLUTIONS  PER  MINUTE  AND  SPEED  IN  MILES  PER  HOUR''  ‘ [ 

aaoGi 

in 

0 

z 

D 

0 

0. 

J 

J 

D 

0. 

a 

< 

(D 

$ 

< 

C 

0 

<0 

jQ 

< z 

03 

00 

0. 

c 1 

Xl«  f 

U u 1 
u i 

IL  r 

I 

Lf 

§1 

flW 

r 

u Hli  m> 

1 ^ 

lll|[y 

T tmIHif  Tn  rM 

m 

W. 

Pi 

gi 

i 

{ii  U 

p| 

i ^ ^ ^ 

i ^ ^ IS  ln‘ 

^ U 

if 

1 

E Ttrt  THt  Hp  IP 

rt*  tHi  m ™ ^ 

fi 

^ Ur 

i 

1 

hU^ 

m 

Cities 

illt 

i 

m 

m 

W 

g0()(] 

teee  1 

4t  U 
!.< 

SI 

PPE 

3WE 

BEK 

o to 

R FIOLIRCE-R.  P.  M 

M figures  APPROX. 

O IN  Mll.ES  PER  HOUR 

20  30  AO  SO 

LENGTH  < 

1 10  20  30  40  S 

OF  TEST  — MINUTES  > 

o 2 

IVND 

10  20  30  4 

HOURS 

o so 

3 

LOCOMOTIVE 

Type 

Spm4 

In  Rt 

Miles 

PAf 

Hoer 

ivoletion. 
per  u 

Cylli 

, ThretUe 

rr  Opening 

P.rf.1 

Evaporation 
Pounds  of 
Water  por 
Pound  of 
Coal 

Test  N< 

■,  3202 

Class 

NUM»EF 

BBO 

, 3«7 

14,4 

80  : 

iO  P 

7.8 

MEET  No. 

S 

136 


M.  P.  Experimental  D>1  U • 

Pennsylvania  Railroad  Company 

Philaoclpmia.  Baltimcme  a WASMitieTOB  Railroad  Compamt 

Northern  Central  Railway  Company 

West  Jerset  a Seashore  Railroad  Company 

SHCfT  No  P-1216  TEST  DEPARTMENT  Bollstlll  Nq.  10 

Graphical  log  of  Locomotive  Test 

Teats  of  a Class  HSsb  Locomotlys,  ..Altooma.  Pa..  4-7-1915 

an 

iOO; 

m. 



(A 

jO 

4 Z 

0 D 
00 
a 

FEED  WATER 
POU  N DS 

ill 

SS 

Sip 

PP 

lip 

jp  r[p 

B 

11 

B 

y ns 

1 

rip 

iiii 

ignlplg 

p ^ ^ ^ 

rll 

l^Hii 

ll 

tS  jhi 

rirj 

Hijim 

::n 

liPi 

liSSi 

llilif 

!r.  •*"  I « : , -5 

:llll  III; 

1 

ijMs 

IIHI  III! 

14 

"80' 

in 

irii'TinjiiUi 

py  ys 

I y y y j^l  y 

!:ni:SU:iH;::U 

^ iL 

Hllii 

Wm 

WM 

iijgp 

BpfejS 

^ Mm  p ^ tj 

ElnniHiiiioi 

Hill  III! 

boiler  pressure,  lbs.  per  so.  in  'll! 

14 

! 

— 

1 

1 

1 

■1 

|a' 

iiniiliil’ 

llli 

SHI 

pi| 

■ 

..  ..  i 

kIhIIH:!  :Hl:llin 

ililillllliHiliiilillrlilllii 

lllHilillill 

1::: 

lilhi 

11 

yyi 

m:  :;u: 

siihHHI 

CT  Hfjroi 

HnlllllMjllll 

ijutp  pPp 

: ffi  Pn  ijS  Iffi 

niMlil; 

iiOipHi 

jHilHHI 

3^: 

Hili 

rnilniUHI 

pllnlil 

iilll 

ii^ 

II 

REVOLUTIONS  PER  MINUTE  AND  SPEED  IN  MILES  PER  HOUR*^ 

57QQ( 

in 

0 

z 

D 

0 

a 

j 

j 

D 

A. 

a. 

< 

0 

$ 

< 

a. 

0 

-- 

— 

kk::::U 

iiliHi?” 

fhI 

iimiiia 

::r:8K! 

iliHHlil 

nsaHhi 

m 

1 

ilili 

i 

iiiiipii 

:::: 

iliriiH 

iiniiipiiiii 

ii 

™l 

II 

•■fSaeUSi 

Ih:I 

;::::s:::sns:;ss 

Iilll 

ilp;| 

[iSi 

ii  I iH  1 vw 

sonfT 

580tT 

Bm 

morr 

?eeei 

am 

LfiOCM 

wilSil 

Hiiillliliili' 

Iilll 

[|M| 

II 

IIHililF 

jjjjjsn; 

:H!: 

:u:i 

•iiHijvliinr 

iiliHllii 

ililliililiili  iiiliiiilliiiHlllliillll 

mau 

iimiill 

n»::u: 

ill 

!%t 

lilil 

j||||n||lj|j||ji 

Hll!<i*llll 

ilili 

Lililljliyili 

nitiillllL 

iiiii 

:::::::::::::: 

j 

liiililil; 

HSITi 

ill 

HIhk” 

ii 

Ki: 

:::: 

UIL 

Tiiiiniiiinii 

in-ii’rfiiiifi?’ 

iliiilll 

liiiier 

ililliililiili 

w-« 

Illiiliiliiilii  - " 

Ililliililiili  lillllllllii 

Ll-  •: 

Im 

11 

nil 

ii:; 

lilllHliilililil 

iliHinllilr 

im 

IgiiliSI 

llHiilillli 

axKJ: 

pcoo: 

ii 

fi?i 

sS  liniBI! 

p.lli 

iniiiilrH  1: : 

iiiliiii  iLIHl 

:: :::: 

i^aiHiiiiiii! 

Iiiiiiii 

silainiKantUn 

L •*-*:  - 

iFlUlli'llli 

> •5 

S00( 

1 

m 

iH 

liiili 

¥a 

1 

0# 

lllii 

Hii 

1 “ 

1111111*1111 

iiiiiiii  n im 

IB  III 

iiilii 

liiiii 

lililnl 

lliilillliilliljlll 

T « 't* 

■ 

2 

ggjjjggi] 

lllBllliiia 

llllllllllllillllll 

llillllllllllljyillllllliiillilllillllllill 

•iHiinii! 

:!iUPPe«  riGURCS  R.  p.  M 
UOWER  FIGUR  eS  APRROX. 
SPEED  IN  MILES  PER  HOUR 


L.OCOMOTIVE 

Type 

CCASS  Hssb 


) 40  so  I 10  20  30  40  SO  2 

UENGTH  OF  TEST  — MINUTES  AND  HOURS 


30  40  BO 


3 


NUMBER  JW7 


Spe«l 

Miles 

per 

Hour 

SevolutlORS 

per 

Wmute 

Cut-off 

Per  Cent., 

K.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Pirtiil 

Evaponden 
Pounds  of 
Witsrpsr 
Pound  of 

CosI 

14,4 

80 

65 

F 

6*4 

Test  No.. 


SMI 


Sheet  No.. 


Mae 


137 


Pennsylvania  Railroad  Company 

moHC  * WMMMCnM  Rmuioad  Compmt 
nw  OnrTKM.  Ocuwwnr 


Sheet  No 


Tests  of  a Class 


TEST  DEPARTMENT  Bollstill  NO  10 

Graphical  Log  of  Locomotive  Test 


Altoona.  Pa  S-2(V»1913 


SUPPER  FIOURES  R.  P.  M. 
I.OWER  FIOURES  APPROX. 
SPEED  IN  MILES  PER  HOUl 


LOCOMOTIVI 

Type  2-8-0 

Class 

Number 


LENGTH  OF  TEST — MINUTES  AND  HOURS 


Spe.^ 

in 

«Ua 

PP 

Nmr 

Rcvoliittoni 

p«f 

Mlnutt 

Ciit-off 

Per  Cnirt., 

H.  P. 
Cyllmien 

ThrotU* 

Opening 

Full 

or 

P«i1itl 

Evnpontlon 
Poundi  of 
WtUrpor 
Pound  of 

Coal 

ia«e 

100 

26 

f 

8.0 

Test  No._ 


3212 


Sheet 


138 


Sheet  No.  P-1218 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PHILAOELPHtA,  BALTIMORE  ^ WaSHINOTON  RAILROAO  COMPAMY 
Northern  Central  Railway  Company 
WEST  Jersey  Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin  NO. 

Graphical  Log  of  Locomotive  Test 


It  9 1V12 
i 1 loVi 


10 


Tests  of  a Class  HSsb  Locomotive. 


Altooma,  Pa..  3-22—1913 


UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  MOU 


Locomotive 


lO  20  30  40  SO  I 10  20  30  40  SO  ^ 

LENGTH  OF  TEST— MINUTES  AND  HOURS 


10  20  30  40  60 


Type 


2^S»0 


Class  HSet 
Number  39T 


Spewl 

In 

Mliet 

per 

Hour 

. Revolutions 
per 

Minute 

Cut-olf 

Percent., 

H.  P. 
Clflinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Poueds  of 
Water  per 
Pound  of 

Coal 

18.0 

loa 

40 

P 

6.S 

Test  No._.?2M-_ 


Sheet  No. 


B»X£18 


139 


«uppejn  Fioupca  r.  r m. 
I.OW«RTrOURCS  APPROX. 
SPECO  IN  mii.es  per  hour 


locomotive 
Type  2-8-0 
Class_S®*^ 
number  _?®? 


LENGTH  OF  TEST  MINUTES  AND  HOURS 


SpsPl 

Milu 

per 

Hcitf 

RerdatlooT 

per 

Einirte- 

Cut  off 

Per  Ce..t., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

PSTtiil 

Eveporstion 
Poondt  of 
Hmerper 
Pound  ef 

Coal 

L8,0 

100 

66 

F 

6,4 

Test  No..?237 


Sheet  No. 


M P Bxi—rimeniAl  D-1 

Pennsylvania  Railroad  Company 

F^ILAOCLPhK.  (U:.riMO<tt  A WAAMIHOrOII  RAlOVMii  COWI'WT 

NoRTxtm  CCKTfui.  Hailw*^  CuapMn 

Wist  jcssaT  A S«*8«0Rt  Rs.i.K(mo  Cospwt 


» S 1»I2 

* S ll-K 


Sheet  No  P-1219 


Testa  of  a Claes 


TEST  DEPARTMENT 


Bulletin  NO  10 

Graphical  Log  of  Locomotive  Test 
Locomotive . altoona  pa  4-8-1913 


140 


LOCOMOTIVE 
Y p g;  E^S"^ 

Class  HSsb 
Number 

Sheet  No.--1220 


Spetd 

Miles 

per 

Hmir 

H*- volutions 
per 

Minute 

Cut-off 

Pei-  Cent.. 

H,  P. 
Cylinders 

Throttle 
Opening 
Full  ' 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

21.6 

120 

30 

P 

7.1 

141 


Sheet  No. 


P-1221 


M.  P Bxportmratal  I>-1 

Pennsylvania  Railroad  Company 

BALTiicaitc  A.  WA*Hinoro«  Rhilroao  Compact 

NOATMAPfl  CCPTHAL  RAILWAY  COWPAMV 
<VCaT  JtUfY  \ StAAMOM  RaILHOAD  CotAPAMY 

TEST  DEPARTMENT  Bulletin 

Graphical  Log  op  Locomotive  Test 


Vests  of  » Class  HSeb  LooomotiTb* 


I'K 


3-24-1913 


m: 


jO 

<t  z 

0 3 
00 
a 


Locomotive 
type-?::::®!!^ 

CLASS_i^____ 

Number 


I lO  20  30  40  60  2 

LENGTH  OF  TEST  -MINUTES  AND  HOURS 


Sp<«d 

Miles 

per 

Hcv 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cyll.idefs 

Throttie 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

21.6 

120 

SO 

F 

S.4 

Test  no.  3216 


Sheet  No. 


p-i£a 


142 


r.ou«K3  p |»  M length  of  TEST — MINUTES  AND  HOURS 

KI90«*  es  APPROX. 

SPH6.D  IN  MIL-£«  PER  HOUR 


LOCOMOTIVE 

Type — . 

Class  

Number  397 

Sheet  No.. 


$r««i 

i« 

■lie* 

Heef 

RtveMWit 

?« 

Mlaute 

Cy«-eff 

Per  Cut., 

H.  P. 
CyUoitn 

■niretti* 

OpwilAg 

fill 

or 

Partiai 

Eva^ontlce 

PMSdtsf 

WatKHr 

PMad  (T 

Co*l 

25.2 

140 

25 

F 

7.2 

M.  P.  BxsAiimraUU  D-1 

Pennsylvania  Railroad  Company 

^HAOCLM*,  BtLTUKMW  A WAlHInaTOfl  Railhoao  Comtamt 


11  > ms 

1 1 irH 


143 


144 


M.  P.  Bxpamnent*!  D-1 

Pennsylvania  Railroad  Company 

PvnLAOCLPHI*,  BJIITIMOW  a WA«HtN0TOM  RiUlKMO  COM»«T 
NoflTMCBB  OeNlBAt.  RAKWAT  COUFAin 
WUT  JIASCr  A SCAIMOMC  Railaoao  COaPAHT 


n • i»u 
» I ipH 


Sheet  No  P-iggA 


TEST  DEPARTMENT  NO 

Graphical  Log  of  Locomotive  Test 

fests  of  a Clags  HSsb  Loooaotlva. 


10 


Altoowl  pa.  i-l«1913 


;OPPER  FrGURES  R.  P.  M. 
I.OWER  FIGURES  APPROX. 
SPEED  IN  MlUES  PER  HOUR 


LOCOMOTIVE 

Type 

Class 

NU'ME3ER  


10  ao  30  40  so  ^ 10  20  30  40  so  2 

LENGTH  OF  TEST  -MINUTES  AND  HOURS 


Spted 

Ril«i 

ptt 

Hour 

Revolutions 

per 

Minute 

Cui-eR 

Per  Cent., 

H.  P. 
CylliMiers 

Throttle 

Opening 

Full 

Of 

Pirtill 

Evipontlon 
PoMde  of 
Wtterpor 
Pound  «r 

Coni 

2e,8 

160 

30 

P 

TEST  VO 


Sheet  NO 


145 


4:U^PER  FIGURES  R.  P.  M 
UOWER  FIGURES  APPROX 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  ^6-0 
Class  H8sb 
Number 


387 


Spetii 

Miles 

per 

Hour 

Revolutions 

per 

Mloule 

Cut-off 

Per  Cent., 

H,  P. 
CjHniJers 

Throttle 

Ooenii'g 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 

Pound  of 

Coal 

26.8 

160 

40 

? 

6.7 

Test  No.  3235 


Sheet  No  P— 1226 


146 


M.  P Experircental  D-1 

Pennsylvania  Railroad  Company 


Sheet  No  P-1226 


West  JERSCV  a StASMOnC  RailROAC  COUffP^ANY 

TEST  DEPARTMENT  Bulletin  NO 

Graphical.  Log  oi='  Locomotive  Test 

Tests  of  a Class  HSab  Locomotive. 


10 


Altoona,  Pa  5-iJ&-1913 


20  30  40  SO 


■SUPPER  FIOURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 

TYPE__^*<*^ 

Class  JSsb  _ 
Number 


LENGTH  OF  TEST — MINUTES  AND  HOURS 


Speed 

in 

Miiet 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
CyNr,ders 

nmttie 

Full 

or 

Evipontlon 
Pounds  of 
Wttorpp 

Pntnd  of 

Coal 

S0.5 

1?0 

36 

T 

5*2 

Test  No. 


sm 


Sheet  No.. 


147 


INDEX 


The  numbers  refer  to  pages 


A 

Air  openings,  ashpan 25,  64,  108 

“ supply 28,  64 

Analysis,  coal 20 

" smokebox  gases 28 

Arch,  brick 8 

Areas,  steam  passages 49 

Ashpan 12 

Atmospheric  pressures 29 


B 


Back  pressure 66 

“ “ in  relation  to  cut-off  ...  74 

“ « “ « “i.h.p 75 

Boiler,  description 8 

“ efficiency 46 

“ horse-power 46,  47 

" performance : 21 

“ pressure 21,  22 

“ tube  sheets 12 

“ “ temperatures 49 

Brick  arch 8 


C 


Carbon  monoxide 28,  36 

“ “ loss  due  to  small 

air  supply 64 

Coal,  calorific  value 20,  46 

“ consumption  based  on  indicated 

horse-power.. 78 

“ dry,  fired  per  i.h.p 78,  82 

“ per  dynamometer  horse-power 

hour 103 

“ “ d.h.p.h.  saving  in  per  cent.  102 

“ used 20 

Combustion  rate 32 

“ “ and  draft... ..25,  27 

“ “ “ horse-power 28 

Conclusions 107,  108 

Cut-offs,  nominal  and  actual 67 

Cylinder  diameter 4,  105 

Cylinders 15 


D 

Diagrams,  indicator,  for  steam  chest 

and  cylinder 65 

Diaphragm,  smokebox 14,  35 

Dimensions  of  locomotive  No.  387, 

H8sb.. 7,  110 

Dimensions  of  locomotive  No.  1134, 

H8b 121 

Draft 25,  28 

Drawbar  horse-power 87 

“ pull  and  speed 88,  94 

“ « « « comparison  of 

classes  H9s, 
H8b,  H6sb, 

H6b  1 o c o- 
motives....94,  95 

Dynamometer  horse-power 87 

“ " increase 

due  to 
superheat  106 
“ records....- 87 


E 

Economy  superheating 85,  96,  102 

Efficiency,  boiler 46 

“ locomotive 102 

“ machine 100,  102 

“ thermal,  gain  through 

superheating-.- 102 

Evaporation  rate,  boiler  and  super- 
heater  - - 35,  38,  39 

Evaporative  performance,  boiler 35 

Exhaust  nozzle 12 


F 


Firebox  temperature - 21,  24,  26 

Friction,  machine - 100 

Fuel  used — 20 


148 


Gases,  smokebox 28 

“ temperature  of,  firebox  and 

smokebox 21,  26 

General  arrangement 8 

Graphical  log  of  test 133,  146 

Grate  arrangement,  change  recom- 
mended  64,  108 

Grates 8,  12 


H 


Heat  balance. 


60 

“ “ diagram 63 

“ " tables 61,62 

“ in  steam  per  i.h.p.  in  B.t.u 78 

“ transfer 32 

Heating  surface,  area,  locomotive  No. 

387 7,  no 

Heating  surface,  area,  locomotive  No. 

1134 121 

Horse-power,  boiler 46,  47 

“ dynamometer 87 

“ indicated 66 


Indicated  horse-power 66 

“ “ and  heat  in  steam  78 

“ « « superheat..65,  69 

“ “ increase  with 

cut-off 88,  91 

Indicator  diagrams 65 


Length  of  tube 8 

Lift  pipe 12 

Locomotive,  description 4,  7 

“ performance 87 


M 


Machine  efficiency 100,  102 

“ friction 100 

Mean  effective  pressures 77 

Metal,  cyhnders  and  steam  chests 18 


Nozzle,  exhaust 12 


P 

Piston  speed  and  water  rate 96 

“ valves 18 

Power,  maximum  of  locomotive.. 88 

Pressure  drop  between  boiler  and 

branch  pipe 66 

Pressures,  dynamic,  stack 32 

“ steam 21,  22 

R 

Rating,  tonnage,  on  three  divisions..94,  96 

Recommendations..... 108 

Ringelmann  scale  (for  smoke) 28,  36 

S 

Saving  by  superheating 85,  96,  102 

Smoke 28,  36 

Smokebox..... 12,  14 

“ description  of,  final  front 

end  arrangement 35 

Speed  in  r.p.m.  and  m.p.h 67 

“ piston 96 

Stack  and  exhaust  nozzle 32 

“ pressure  diagrams 34 

Steam  consumption  and  horse-power.  78 
“ per  dynamometer  horse-power 

hour 104,  105 

“ “ dynamometer  horse-power 

hour,  saving  in  per  cent. 

superheat 102 

“ “indicated  horse-power 

hour 83,  85,  86 

“ “ i.  h.  p.  and  piston  speed 96 

“ “ “ hour  and  cut-off 88 

“ velocity  through  passage,  boiler 

to  nozzle 49 

Superheat..... 39,  82 

“ exhaust  and  branch  pipe 

superheat 65 

“ in  branch  pipe  and  i.h.p..„  65 

“ its  relation  to  evaporation  39, 42 
Superheated  steam  per  i.h.p.h.  rela- 
tion to  cut-off 88,  90 

Superheater 14 

“ economy 85,  96,  102 

T 

Temperatures,  firebox 21,  24,  26 

“ smokebox 21,  24,  26 

“ steam 21,  23 

Test  results,  general  summary — loco- 
motive No.  387 Ill,  120 

Test  results,  general  summary — loco- 
motive No.  1134 122,  131 


149 


Tests,  description  and  outline,  loco- 
motive No.  387,  class  H8sb 19 

Tests,  description  and  outline,  loco- 
motive No.  1 134,  class  H8b 20 

Tests,  duration 22 

Thermal  efficiency. 88,  102 

Tonnage  ratings  on  three  divisions.. 94,  96 

Tube  length...., 8 

“ sheets.. 12 

“ temperatures..., 49 


V 


Valves,  piston , , 18 

“ “ adopted  for  H9s  loco- 
motives  19 


W 


Water,  feed,  temperature 29 

“ rate  and  superheat 82 

“ “ per  d.h.p.  hour 104,  105 

Weights,  locomotive 7,  110 


- . ■ *>  A'  w 

'■'■  ».■  V 


''W. 


Ji  •;■  ■ 
‘W/ 

-V^n  ■ 


fe  '’  ’-^ 


-^=1 


ii 


- V* 


■ 

,T-i 


‘•f  ■■- 

tr 

■;«,- 


I'  ■ 


V 

']i 

;i; 


/ 


PENNSYLVANIA  RAILROAD  COMPANY 

Locomotive  Testing  Plant 

AT 

ALTOONA,  PENNA. 

BULLETIN  NO.  11 

TESTS  OF  A CLASS  E3SD  LOCOMOTIVE 

Copyright,  1914,  by  Pennsylvania  Railroad  Company 


1914 


ATLANTIC  TYPE  LOCOMOTIVE  No.  3162  (SATURATED  STEAM). 
Pennsylvania  Railroad  Class  E2d. 


ATLANTIC  TYPE  LOCOMOTIVE  (SUPERHEATED  STEAM). 

Pennsylvania  Railroad  Class  E3sd.  A locomotive  of  the  same  class  as  No.  318,  the  one  tested. 


(2) 


LOCOMOTIVE  TESTING  PLANT. 


TESTS  OF  A CLASS  E3sd  PASSENGER  LOCOMOTIVE. 


Conclusions  and  Recommendations  on  pages  122  and  124, 
Index  on  page  166. 


Tests  of  one  of  the  Oeder  Forms  of  Atlantic  Type  Passen- 
ger Locomotive  which  has  lately  been  Equipped  with  a 
Superheater  and  Comparisons  with  a Locomotive  of  the 
SAME  Type  using  Saturated  Steam. 


INTRODUCTION. 

1.  For  the  heavier  passenger  train  service  on  many  trunk 
line  railroads,  the  tendency  has  been  to  substitute  for  the  Atlantic 
type  locomotive  the  heavier  Pacific  type,  which  can  be  constructed 
for  greater  power,  but  doubtless,  there  will  continue  to  be  many  divi- 
sions on  our  own  lines  over  which  the  operation  of  Pacific  type 
locomotives  need  not  be  considered,  and  for  service  on  these  divi- 
sions the  Atlantic  type  is  especially  well  adapted.  By  the  addition 
of  the  superheater  to  the  older  locomotives  of  this  type,  there  is 
now  a possibility  of  greatly  increasing  their  capacity  where  a large 
capacity  is  needed,  or  increasing  their  economy  where  they  work 
under  moderate  loads  without  necessitating  any  increase  in  the 
strength  of  the  track  structure  over  which  they  run. 

2.  With  this  fact  in  mind  there  has  been  a gradual  conversion 
of  Atlantic  type  saturated  steam  locomotives  into  superheater 
locomotives. 

3.  The  tests  described  here  were  made  on  one  of  these  con- 
verted Atlantic  type  locomotives  of  the  E3sd  class.  No.  318,  and 
a study  of  this  Bulletin  serves  to  show  its  improved  performance 
over  the  class  E2d  saturated  steam  locomotive,  due  primarily  to 
the  application  of  the  superheater. 

4.  The  comparison  is  made  with  the  E2d  saturated  locomotive 
No.  3162,  which  was  previously  tested  on  the  Plant.  At  the  time 
of  the  tests  of  this  No.  3162,  it  was  not  equipped  with  an  arch. 


(3) 


4 


5.  With  the  advent  of  the  superheater  and  the  use  of  the  brick 
arch  in  the  firebox,  it  was  reasonable  to  assume  that  an  increase  in 
the  capacity  of  this  type  of  locomotive  might  easily  be  made ; thus 
it  could  be  adapted  to  still  further  use  for  heavy  trains  with  fast 
schedules  when  operated  on  easy  grades. 


Description  of  the  Locomotive. 


6.  Locomotive  No.  3d8,  the  superheater  locomotive,  known 
as  the  E3sd  class,  is  of  the  Atlantic  type  and  has  two  simple  cylin- 
ders. It  is  hand-fired  and  the  superheater  is  of  the  Schmidt  type. 
It  is  one  of  a number  used  in  regular  passenger  service  on  the  New 
York  Division  and  was  built  at  Juniata  Shops,  Altoona,  Pa.,  in 
1908.  A superheater  and  an  arch  were  added  in  1912. 

7.  Before  placing  locomotive  No.  318  on  the  test  plant,  it  was 
taken  into  the  shops  and  overhauled.  The  boiler  was  cleaned, 
tires  turned  and  new  tubes  were  put  in.  The  machinery  was  put 
in  good  repair. 

8.  The  locomotive  was  placed  on  the  test  plant  and  run  for 
a time  to  get  the  bearing  surfaces  in  good  condition  preparatory 
to  the  tests. 

9.  The  general  dimensions  of  the  E3sd  locomotive  are  as  fol- 
lows: 


Total  weight  in  working  order,  pounds - 185400 

Weight  on  drivers,  working  order,  pounds 127900 

Cylinders  (simple)  inches 22  x 26 

Diameter  of  drivers,  inches 80 

Heating  surface  in  tubes  (water  side)  square  feet 1836.10 

Firebox  heating  surface,  square  feet  including  arch  tubes.  179.42 

Heating  surface  of  superheater,  fire  side,  square  feet 560.60 

Total  heating  surface  (based  on  fire  side  of  firebox  and 

water  side  of  tubes)  including  arch  pipes  and  superheater..  2574.33 
Total  heating  surface  (based  on  fire  side  of  firebox  and 

tubes)  including  arch  pipes  and  superheater 2381.52 

Grate  area,  square  feet 54.  70 

Boiler  pressure,  pounds  per  square  inch... 205 

Valves,  type 14  in.  Piston 

V al ve  motion Walschaer ts 

Firebox,  type.. Wide,  Belpaire 

Number  of  tubes 170 

Number  of  flues  (for  superheater) 24 

Outside  diameter  of  tubes,  inches 2 

Outside  diameter  of  flues,  inches 5f 

Length  of  tubes,  inches .....  179.71 


5 


10.  The  maximum  calculated  tractive  effort  at  starting  is 
25,797  pounds  with  80  per  cent,  of  the  boiler  pressure  available  as 
mean  effective  pressure  in  the  cylinders.  This  is  equivalent  to 
157.3  pounds  drawbar  pull  per  pound  of  mean  effective  pressure. 
The  ratio  of  weight  on  drivers  to  the  calculated  maximum  tractive 
effort  is  4.95. 

General  Arrangement. 

1 1.  The  general  arrangement  of  locomotive  No.  318  is  shown 
in  Fig.  1.  Cross-sections  of  it  are  shown  in  Fig.  2. 

Boiler. 

12.  The  boiler,  Figs.  3 and  4,  is  of  the  Belpaire  type.  It  has 
a wide  grate,  a sloping  back  head  and  throat  sheet.  In  the  fire- 
box is  a brick  arch  supported  on  three  3-inch  water  tubes.  The 
feed  water  is  delivered  to  the  boiler  through  a pipe  entering  the 
back  head,  and  extending  inside  the  boiler  to  the  front  end.  The 
heating  surface  (fireside)  before  the  addition  of  the  superheater 
was  2336  square  feet.  With  the  superheater  in  place  the  heating 
surface  including  the  superheater  is  2381  square  feet.  The  total 
heating  surface  is  therefore  practically  unchanged,  by  the  appli- 
cation of  the  superheater,  but  the  fire  tube  heating  surface  is 
decreased  by  about  530  square  feet  and  replaced  by  about  560 
square  feet  of  superheating  surface. 

Grates. 

1 3.  The  grate  area  of  this  locomotive  is  54.70  square  feet.  The 
dimensions  of  the  grate  are  approximately  6 feet  wide  and  9 feet 
3 inches  long.  The  interlocking  finger  type  of  shaking  grate  is  used 
(see  Fig.  5),  and  the  grates  are  shaken  in  two  separate  sections. 

14.  When  the  locomotive  came  on  the  testing  plant,  there 
were  stationary  dead  grates  or  blocked  off  sections  at  both  the  front 
and  rear  ends  of  the  firebox.  A few  tests  were  made  with  the  dead 
grates  in  position.  With  the  idea  of  obtaining  a better  grate  per- 
formance, the  cement  covering  was  removed  from  the  dead  grates. 
This  increased  the  area  of  the  air  inlet  openings  3.56  square  feet. 
Drop  grate  sections  are  located  at  each  end  of  the  firebox  between 
the  finger  grate  section  and  the  stationary  grate  sections.  For 
tests  of  a similar  arrangement  of  blocked  off  grates,  see  Bulletin 
No.  8,  “Grate  Area  Reduced. ” With  locomotive  No.  318  there 
was  a small  increase  in  the  maximum  boiler  capacity  with  the  full 
grate  in  use. 


6 


1 5.  The  grates  are  supported  in  the  center  of  the  firebox  by  a 
cast-iron  center  grate  bearer  running  longitudinally  with  the  firebox. 

16.  The  area  of  the  active  shaking  portion  of  the  grate  was 
28  square  feet  when  tests  were  made.  The  drop  grate  sections 
cover  an  area  of  15  square  feet  and  the  stationary  live  grates  11.7 
square  feet. 

1 7.  The  ashpan  is  of  the  self-cleaning  type,  operated  from  the 
outside  of  the  locomotive. 


Superheater. 

18.  The  boiler  of  locomotive  No.  318  is  equipped  with  a 
Schmidt  type  fire  tube  superheater  with  top  header.  There  are 
24  large  flues,  each  of  which  contains  a superheater  unit. 

19.  As  shown  in  Fig.  6,  the  superheater  unit  extends  from  the 
saturated  side  of  the  superheater  header  back  through  the  large 
flue  to  a point  near  the  firebox  end,  thence,  after  making  two 
passes  through  the  large  flue,  it  returns  to  the  superheated  side  of 
the  header.  The  outside  diameter  of  the  small  tubes  is  1.5 
inches;  the  inside  diameter  of  the  large  flues  is  5.079  inches.  The 
total  area  of  the  superheater  is  560.60  square  feet.  The  super- 
heater heating  surface  forms  24  per  cent,  of  the  total  heating 
surface  of  the  boiler. 

20.  An  automatically  operated  superheater  damper  is  used 
to  prevent  the  overheating  of  the  superheater  imits  when  no 
steam  is  passing  through  them. 

Smokebox. 

21.  A longitudinal  section  through  the  smokebox  showing 
the  arrangement  of  the  draft  appliances  and  netting  is  given  in 
Fig.  6. 

22.  The  smokebox  is  designed  to  be  self-cleaning.  The 
back  portion  of  it  is  taken  up  by  an  enclosed  superheater  chamber, 
from  the  bottom  of  which  a solid  diaphragm  plate  extends  down 
to  the  top  of  the  exhaust  pipe,  thence  the  diaphragm  extends  out 
TJ  inches  beyond  the  center  of  the  exhaust  pipe.  From  this 
point  a wire  mesh  netting  extends  at  an  angle  to  the  top  of  the 
smokebox,  covering  the  whole  area. 


7 


LOCOMOTIVE  No.  318,  CLASS  E3sd. 

Locomotive  Test  Plant,  Pennsylvania  Railroad  Company,  Altoona,  Pa. 


8 


at 


GENERAL  ARRANGEMENT. 
Class  E3sd  Locomotive  No.  318. 


SCALE  , FEET  A INCHES 


9 


END  ELEVATIONS  AND  CROSS  SECTION 
Class  E3sd  Locomotive  No.  318. 


10 


3V-H  i- 9'.3’^ 1^:.  ' SCALE  • FEET  A INCHES 


11 


23.  The  top  of  the  exhaust  nozzle  is  14 J inches  below  the  hori- 
zontal center  line  of  the  boiler  and  12  inches  below  the  bottom  of 
the  lift  pipe.  The  lift  pipe  flG  inches  inside  diameter),  is  40f 
inches  long,  it  terminates  in  the  bottom  of  the  stack  which  tapers 
to  18|  inches  in  diameter  at  the  top.  The  steam  pipes  are  of  the 


Fig.  4. 

TUBE  SHEETS. 

Class  E3sd  Locomotive  No.  318. 


outside  type,  affording  an  unrestricted  passage  for  the  smokebox 
gases. 

24.  Tests  were  made  with  both  rectangular  and  circular 
nozzles.  The  rectangular  nozzle  shown  jn  Fig.  7,  with  an  area  of 
25.44  square  inches,  was  used  in  the  tests  from  which  the  data 
presented  in  this  Bulletin  was  derived,  and  with  the  smokebox 
arrangement,  as  shown  in  Fig.  6,  very  satisfactory  results  were 
obtained  both  in  steaming  and  in  discharging  cinders  from  the 
smokebox. 

Cylinders. 

25.  The  cylinders  (see  Fig.  8)  are  made  of  cast  iron.  Their 
standard  dimensions  for  this  class  of  locomotive  are  22  inches  in 
diameter  with  a 26  inch  stroke.  The  saddle  and  cylinder  are 
cast  in  separate  parts. 


12 


Fig.  5. 

GRATE  AND  ASHPAN. 
Class  E3sd  Locomotive  IMo.  318. 


13 


»- 

z 

UJ 

2 

lij 

CD 

2 

< as 

C « 

< 6 

.SI 

<OU| 

»§  8 

0-O 

n 

Z fO 
< UJ 

S i 

UJ 

I 

QC 

UJ 

0. 


14 


26.  The  steam  pipes  from  superheater  to  cylinders  pass 
through  the  side  of  the  smokebox  and  connect  at  the  side  of  the 
steam  chest.  The  exhaust  passage  to  the  nozzle  is  indirect,  con- 
taining a number  of  bends,  some  of  which  are  of  short  radius. 

27.  The  E3sd  locomotive  originally  had  a single  steam  pipe, 
but  with  the  use  of  the  outside  form  of  steam  pipe  the  con- 
nection of  the  single  pipe  to  the  cylinder  saddle  has  been  covered 
by  a plate  as  shown  in  Fig.  8,  and  the  steam  no  longer  passes 
through  the  cylinder  saddle. 

28.  The  cylinders  are  designed  for  piston  valves.  The  size 
of  valve  used  is  14  inch.  It  has  inside  admission  and  is  fitted 
with  the  “L”  type  of  packing  ring.  This  valve  and  valve  cage 
are  shown  in  Fig.  8-A, 

29.  While  this  locomotive  was  at  the  test  plant,  tests  were 
made  also  with  7-inch  diameter  valves  and  10-inch  valves.  The 
valve  chambers  were  bushed  in  order  to  use  these  valves.  These 
tests  will  be  described  in  a separate  Bulletin. 


Fig.  7. 

EXHAUST  NOZZLE. 


15 


CYLINDERS. 

Class  E3sd  Locomotive  No.  318 


16 


Tests. 

30,  A total  of  72  tests  were  made  with  the  E3sd  locomotive 
No.  318;  most  of  these  were  for  various  special  purposes. 


Fig.  S-A. 

PISTON  VALVE  AND  VALVE  CAGE. 

Class  ESsd  Locomotive  No.  318.  * 

31.  In  this  Bulletin,  the  data  is  compiled  from  tests  made 
with  the  locomotive  in  normal  condition. 

32.  The  tests  to  be  considered  are  shown  in  the  following 
table,  together  with  their  respective  speeds  from  28  to  84  miles 
per  hour,  with  cut-offs  varying  from  20  to  50  per  cent,  and  all 
run  under  a full  throttle. 


17 


Full  Throttle  Tests,  Locomotive  No.  318,  E3sd. 


33.  The  general  conditions  during  the  tests  are  shown  in 
Tables  I,  II  and  III.  Tables  I and  II  are  arranged  according  to 
the  increase  in  speed  and  cut-off.  Table  III  is  arranged  according 
to  the  rate  of  evaporation. 

Coal  Used. 

34.  A bituminous  coal  was  used  during  these  tests.  It  is 
mined  by  the  Penn  Gas  Coal  Company  in  the  vicinity  of  Irwin, 
Penns>Ivania,  and  is  one  of  those  used  in  passenger  service  on  the 
Pennsylvania  Railroad. 

35.  As  is  customary,  test  samples  were  taken  from  each  car 
as  it  was  being  unloaded  at  the  test  plant.  An  average  analysis 
of  an  air  dried  sample  follows: 


Proximate  Analysis. 

Fixed  carbon,  per  cent. 57.25 

Volatile  matter,  per  cent 34.46 

Moisture,  per  cent 1.24 

Ash,  per  cent 7.05 


100.00 

Sulphur  separately  determined 1.82 

B.t.u  per  pound  of  coal  as  received 14210 

B.t.u  per  pound  of  coal,  dry 14392 

B.t.u  in  combustible 15550 

Ultimate  Analysis. 

Carbon 79.19 

Hydrogen 5.08 

Nitrogen  1.53 

Sulphur 1.62 

Ash , 6.36 

Oxygen  by  difference 6.22 


100.00 


s 


18 


BOILER  PERFORMANCE. 


Steam  Pressures  and  Temperatures. 

36.  The  steam  pressures  by  gage  are  given  in  Table  I for  the 
boiler,  dry  pipe,  superheater  header  (saturated  side)  return  bend, 
branch  pipe  and  exhaust  passage.  The  corresponding  tempera- 
tures for  boiler,  branch  pipe  and  exhaust  passage  are  shown  in 
Table  II,  together  with  the  degree  of  superheat  in  the  exhaust 
passage. 

37.  It  will  be  observed  that  the  boiler  pressure  throughout 
these  tests  was  well  maintained.  In  a majority  of  the  tests  it 
averaged  around  205  pounds,  while  in  a very  few  instances  the 
pressure  dropped  to  about  196  pounds. 

38.  The  drop  in  pressure  between  dry  pipe  and  branch  pipe, 
or  during  its  passage  through  the  superheater,  ranges  from  2.9 
pounds  for  light  power  tests  to  18  pounds  for  maximum  power 
tests. 

39.  The  pressure  in  the  exhaust  passage  varied  from  2.4 
pounds  to  12.9  pounds.  The  latter  pressure  was  observed  at  the 
maximum  evaporation  rate  of  14.5  pounds  per  square  foot  of 
heating  surface. 

40.  It  is  interesting  to  note  the  pressure,  together  with  the 
range  of  temperature  and  superheat  at  the  different  rates  of  firing. 
Referring  to  Fig.  9,  it  is  seen  that  the  temperature  of  steam  in  the 
branch  pipe  increased  from  505  degrees  Fahr.  to  632  degrees,  while 
the  rate  of  firing  increased  from  31  to  109  pounds  per  hour  per 
square  foot  of  grate. 

4 1 . Meanwhile  the  superheat  in  the  exhaust  passage  increased 
from  6.4  to  83  degrees  Fahr.  The  latter  figure  was  attained  during 
the  maximum  rate  of  combustion  and  is  somewhat  higher  than  the 
superheat  in  the  exhaust  passage  of  the  E6s  locomotive  No.  89 
(see  Bulletin  No.  21,  Table  II). 


19 


1C.  P.  47»-A 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

1-v  ^ 4|  p PKILADBtPHIA,  BALTIMORE  & WASHINGTON  RAILROAD  COMPANY 

TYPE„...»rSfSK_.  Northern  Central  Railway  Company 

CLASS  No.-SXfi West  Jersey  & Seashore  Railroad  Company 

rTTT TEST  DEPARTMENT 

Sheet  No 


BollS^iZl  Nr>.  _ 

Altoona, 


SnSAU 


fest 

Ho« 

Test 

Sesigoa- 

tioa 

Dorat ion 
of  Test 
Minutes 

Stem 

Pressure  By  Gauge 

In 

Boiler 

Dry 

Pipe 

Superheater  Header 
Satxirated  Side 

Return 

Bend 

Branch 

Pipe 

IMiaust 

Passage 

217 

220 

3111 

12&*20>-F 

12C 

203,6 

201.1 

200.3 

199.9 

198.2 

2.4 

ZllB 

120-50..F 

120 

205.2 

203.3 

202.6 

200.6 

199.2 

2.8 

3137 

120^.40-F 

120 

206.0 

206.0 

204.8 

201.0 

198.0 

4.2 

3121 

leo-so-p 

120 

205.5 

204.8 

202.8 

201.2 

196.5 

4.2 

5113 

160-S6-P 

120 

205.5 

204.3 

203,3 

199,4 

197,2 

5.3 

3114 

160-4S-F 

90 

205.5 

203.6 

203.5 

198.4 

192.6 

8.3 

3133 

160*8(^F 

60 

203.4 

205.4 

20r^T 

197.4 

189.3 

9.4 

3136 

200-.20-P 

120 

205.8 

205.8 

20S.6 

201.5 

196.6 

3.6 

3116 

200-35-P 

120 

205.0 

203.5 

202.7 

199.4 

193.2 

6.8 

3134 

200-3 5-F 

60 

205.1 

205.1 

202.9 

200.6 

193.0 

6.7 

3135 

200-3 5-pF 

60 

206.0 

206.0 

204.3 

201.4 

194.7 

6.5 

3124 

200-4 5-F 

90 

203.0 

202.9 

201.2 

196.5 

186.0 

11.5 

3117 

240-20-F 

120 

206.0 

204,8 

202.8 

202.4 

198,8 

4.4 

3116 

240-35-F 

90 

205.4 

203.6 

202.4 

200.2 

192.7 

7.8 

3109 

240-45-P 

60 

195.9 

193.4 

191.9 

186.9 

175.6 

12.9 

5139 

240-46-F 

60 

196.4 

196.4 

193,7 

189.1 

178.0 

12.7 

3119 

280-20-P 

90 

206.0 

205.6 

203.9 

202.3 

197.4 

5.0 

3122 

280-30-F 

60 

197.1 

197,0 

194,C 

191.2 

186,4 

7.3 

3125 

2e0-35-F 

60 

206.7 

205.3 

203.0 

199.3 

191.1 

9.9 

5126 

320-20-P 

60 

205.6 

205,6 

203.1 

201.1 

196.1 

6.1 

5126 

S20-25-F 

60 

205.9 

205,9 

203.3 

200.8 

195.0 

7.4 

5127 

320-30-F 

60 

204.5 

203.8 

201.2 

198.3 

190.8 

9.3 

3142 

360-25-F 

30 

196.8 

196.8 

196.0 

190.9 

184.5 

7.8 

3145  , 

560-26-F 

30 

205.8 

205,8 

201.8 

198.3 

191.0 

e.e 

Sheet  No. 


F-a052 


Table  I. 

STEAM  PRESSURE. 

The  steam  pressure  between  the  boiler  and  exhaust  passage. 


20 


M.  P.  479-A 

SCI  4-28-12 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

i I ,A,  Philadblphia.  Baltimore  & Washington  Railroad  Company 

Northern  Central  Railway  Company 

CLASS  . No.....?.i!tS. Wbst  JutsBY  & Seashore  Railroad  Company 

TTZZ test  department  Bulletin  No. 

SHEET  NO....P-10B5„..„ 

Teata.  of  a Claan...K^d..i*cfi.ozaati^^ Altoona.  PA..llrlrW1.3 


STEAU  TQIPHIATDIIE 


Teat 

Ko. 

Test 

Designa- 

tion 

Duration 
of  Test 
Minutes 

Tecperatore 

in 

Superheat 
In  Edxaust 
Passage 

Boiler 

Branch 

Pipe 

Exhaust 

Passage 

3111 

120-20-P 

120 

389.1 

505,2 

225,8 

6.4 

3112 

120-30-P 

120 

389.7 

525.8 

229.8 

10.4 

3137 

120-40^? 

120 

389.9 

579.4 

246.6 

26.2 

3121 

160-30-P 

120 

389.7 

686,7 

250,5 

28.1 

3113 

160-35-P 

120 

389.8 

548.2 

247,6 

19.5 

3114 

160-^5-P 

90 

389.7 

559.8 

276.1 

45.5 

3133 

160-50-P 

60 

388.9 

594.9 

297,1 

61.6 

3136 

jSOO-20-P 

120 

389.9 

582.6 

231.8 

9.4 

3116 

200^  M 

120 

389,5 

564.2 

248.9 

18.3 

3134 

200-3 5-P 

60 

389.6 

602,9 

266.1 

34.6 

3135 

200-36-P 

60 

389.9 

612,9 

276.9 

46.3 

3124 

200-45-P 

90 

388.8 

614.4 

300.2 

58.6 

3117 

240-20-F 

120 

390,0 

595,7 

244.6 

19.4 

3116 

240-35-P 

90 

389.9 

598.8 

272.6 

39,6 

3109 

240-45-P 

60 

385.9 

570.9 

306,3 

61.9 

3139 

240-46-.P 

60 

386.1 

632.3 

327.4 

83,0 

3119 

26a.20.P 

90 

390.0 

607,8 

260.4 

35.2 

3122 

280-30-P 

60 

386.4 

609,1 

280.9 

47,8 

3125 

280-3 5-P 

60 

389.9 

610,9 

281.1 

43,3 

3126 

320-20-P 

60 

389,7 

593.1 

258,0 

30,0 

3128 

320-25-F 

60 

389.9 

607.1 

272.3 

39.2 

3127 

320-30-P 

60 

389,3 

612.3 

263.0 

46.3 

3142 

360-25-P 

30 

386.2 

602,0 

286.0 

52.9 

3143 

360-25-P 

30 

, 389,8 

605,5 

284.0 

48.5 

Sheet  No-Pt.?:?.?.?.. 


Table  II. 

STEAM  TEMPERATURES. 

These  steam  temperatures  correspond  with  the  pressures  as  shown  in  Table  I,  except  for  the  temperature 
of  the  boiler  steam,  which  is  taken  from  a steam  table. 


21 


M.  P.  479-A 

361  4-2S-12 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

XV  IT  4 dn£  Philadelphia.  Baltimore  & Washington  Railroad  Company 

Northern  Central  Railway  Company 

CLASS. No.„SiIifi. West  Jersey  9l  Seashore  Railroad  Company 

_ - TEST  DEPARTMENT  Bulletin  No... 

SHEET  no.„.?;='.1.9.W_ 

Tests  of  a Class  E5sd  Locomotive. altoona.  pa 


CCMBUSTIOH,  GENERAL  CONDITIOHS. 


Tost 

Test 

innra^ 

Average  Pressure 

Temperature 

Dry  Goal 

Total  Water 

Ratio 

No* 

tlon 

in  Ib.ner  eo*  In* 

Degrees  Pahr. 

Fired  per 

Evap.  lb, per 

eolun 

Besigna- 

of 

Boiler 

Atmosph- 

Test- 

Feed 

Hour  lb .per 

hour  per  sq. 

339 

Test 

Press- 

erlo 

ing 

sq.  ft.  of 

ft, of  heating 

to 

tlon 

Ulns* 

ure 

Pressure 

Plant 

Water 

Grate  surface 

surface 

342 

217 

221 

208 

211 

339 

342 

3111 

120-20-P 

120 

203.6 

14*42 

56 

43*7 

31.19 

6.35 

4.911 

3112 

120-30-P 

120 

205.2 

14*36 

50 

43*8 

40*95 

7.56 

6.547 

3136 

200-20-P 

120 

205*8 

14*09 

61 

43.1 

44*83 

8.06 

5*977 

3121 

160-30-? 

120 

205*5 

14*27 

64 

41*T 

46*20 

8.58 

6.384 

3117 

24O-20-.P 

120 

206*0 

14*34 

54 

42.0 

49*80 

8.81 

5*652 

3137 

120-4O.P 

120 

206*0 

14*10 

56 

43*3 

53*78 

8.94 

6*015 

3119 

280-20-P 

90 

206*0 

14.39 

55 

42*0 

58*65 

9*69 

6.073 

3113 

160-35-P 

120 

205*5 

14.29 

49 

42*3 

53.93 

9*95 

5*420 

8136 

320-2CLP 

60 

206*6 

14.08 

63 

43*0 

69*05 

10.50 

6,576 

3135 

200-35«F 

60 

206*0 

14.13 

60 

43.3 

66.97 

10.73 

6.241 

3134 

200-35-P 

60 

206*1 

14.15 

62 

44*0 

81*85 

10*98 

7.454 

3115 

200-35-P 

120 

205*0 

14*14 

54 

42*0 

73*89 

11*27 

6*556 

3122 

280-30-P 

60 

197*1 

14*28 

63 

42*0 

78*87 

11*14 

7*079 

3142 

360-26-F 

30 

196*8 

13*98 

59 

42*0 

93.93 

11.71 

8.021 

3128 

320-25-F 

60 

205*9 

14*25 

67 

44*0 

75.11 

11.74 

6.397 

3116 

240-35-P 

90 

205.4 

14,39 

48 

43*8 

80.35 

12.11 

6.635 

3143 

360-25-P 

30 

205.8 

14*08 

59 

43.0 

99.52 

12*30 

8.091 

3114 

160-45-F 

90 

205.5 

14*23 

56 

42*0 

89.36 

12*53 

7*131 

3127 

32O-30-F 

60 

204.5 

14*23 

64 

44*7 

102*67 

12.44 

6*253 

3133 

160-50-F 

60 

203.4 

14*02 

58 

42*2 

100*57 

12*83 

7*838 

3125 

280-35-P 

60 

205*7 

14*16 

55 

44*3 

89*87 

13*23 

6*792 

3124 

200-45-P 

90 

203*0 

14*04 

64 

43*9 

100*38 

13.71 

7*296 

3109 

240-4 5-F 

60 

195*9 

14*04 

68 

44*0 

104*26 

14,63 

7.176 

3139 

240-4&-F 

60 

196.4 

13.92 

59 

43.0 

109.27 

14.21 

7.689 

Sheet 


Table  III. 

COMBUSTION,  GENERAL  CONDITIONS. 

The  tests  in  this  table  are  arranged  according  to  the  increase  in  evaporation.  As  the  maximum 
evaporation  is  reached  the  boiler  pressure,  column  217,  cannot  be  maintained,  as  is  shown  by  the  low  average 
pressures  in  the  last  tests. 


22 


LOCOMOTIVE 

TYPE..4^:r4?rr<5 

ci^ss Mad  .. 


M.  P.  <79C 

Pennsylvania  Railroad  Company 

Pbiiupuia,  BALTOion  * WAumiaToa  Raujmad  Compajit 
NoBncaa  Cbbtbajl  Bailwat  Cokpait 
_vX8L  Wmt  JnuT  A HBAABon  Bailjm>ai>  Cokpamt 


SHEET  No._5rlP.B5 ... 
t.Qi8.ta..Qjr...a...Claaa...M.sd...Lo.c.orafi.tl7.o... 


TEST  DEPARTMENT 


ulletln  N0....13- 
Altoona.  PA...l?r.l"l?1.5 


Fig.  9. 

FIREBOX  AND  SMOKEBOX  TEMPERATURES. 

This  diagram  also  shows  the  temperature  of  the  superheat  and  of  the  steam  in  the  branch  pipe.  The  steam 
after  being  superheated  is  at  a lower  temperature  than  that  of  the  smokebox  through  which  it  passes. 


23 


Draft. 

42.  The  draft  in  inches  of  water  given  in  Table  IV  is  shown 
at  four  points : in  front  of  diaphragm,  back  of  diaphragm,  in  fire- 
box and  in  ashpan.  The  draft  at  the  maximum  rate  of  firing  was 
12.8  inches  of  water  in  front  of  diaphragm,  9.1  inches  back  of 
diaphragm,  2.5  inches  in  firebox  and  0.21  inches  in  ashpan.  The 
corresponding  rate  of  combustion  was  109.27  pounds  of  dry  coal 
per  square  foot  of  grate  per  hour. 

43.  In  order  to  present  more  clearly  the  relation  between  the 
draft  and  the  combustion  for  this  locomotive,  curves  are  shown  in 
Fig.  10.  Here  the  ordinates  represent  the  draft  in  inches  of  water. 
The  abscissae  indicate  the  combustion  rate,  or  the  pounds  of  dry 
coal  fired  per  square  foot  of  grate  per  hour.  The  increase  in  draft 
follows  a straight  line  in  each  instance.  The  distance  between  the 
curves  represents  the  loss  of  draft.  At  the  maximum  rate  of  com- 
bustion the  loss  of  draft  between  front  and  back  of  diaphragm 
was  29  per  cent.,  between  firebox  and  diaphragm  51  per  cent.,  and 
20  per  cent,  is  the  loss  between  ashpan  and  firebox. 

44.  The  firebox  temperatime  shows  a gradual  increase  with  an 
increase  in  the  combustion  rate.  At  the  same  time  the  tempera- 
ture of  the  gases  in  the  smokebox,  and  of  the  steam  in  the  branch 
pipes  shows  a smaller  increase. 

45.  It  is  observ^ed  that  an  increase  in  the  draft  has  a more 
pronounced  effect  upon  the  firebox  temperature  than  upon  either 
of  the  other  two  temperatures. 

46.  Attention  is  also  called  to  the  difference  in  temperature 
between  the  smokebox  gases  and  the  superheated  steam  in  the 
branch  pipes.  It  is  apparent  that  the  temperature  of  the  smoke- 
box gases  is  higher  than  the  steam  temperature  throughout  the 
whole  range  of  combustion  by  approximately  80  degrees  Fahr.  and 
that  this  difference  is  practically  constant  throughout. 

47.  Consequently  the  boiler  is  not  absorbing  this  heat  which 
could  be  utilized  to  attain  a higher  degree  of  superheat,  and  is 
no  doubt  due  to  the  length  of  tube.  With  longer  tubes  the  boiler 
would  absorb  a portion  of  the  heat.  On  the  other  hand,  if  we 
lengthen  the  tubes  and  probably  increase  the  efficiency  of  the 
boiler  somewhat,  we  would  at  the  same  time  impair  its  free  steam- 
ing qualities,  by  restrictions  upon  the  activity  of  combustion 
and  rapidity  of  evaporation.  This  subject  is  further  considered 
under  “Boiler  Tube  Temperature,”  Pars.  96  to  110,  inclusive. 


24 


M.  P.  470-A 

3C1  4-2»-li 

LOCOMOTIVE  PENNSYLVANIA  RAILROAD  COMPANY 

TVBC  4 4 I?  PMItADBLPMIA,  BALTIMORE  & WASHINGTON  RAILROAD  COMPANV 

' <sna  Northern  Central  Railway  CoMPANv 

CI_AS9>^..~r®~ Nrt  3X0  . West  Jersey  & Seashore  Railroad  Company 

TEST  DEPARTMENT  BolletlA  NO 

Sheet  No......JfclQ.5o.. 

of  ft  ClJtSB  E3sd  LoocBK)tlYe,  _ Altoona,  pa 


COMBUSTION,  BBAi^  & T}3iPERATUPE 


Test 

Test 

Dora* 

Draft  In 

Inches 

of  Water 

Peraperature  Degrees  Fshr, 

Coal  as  Fir- 

No. 

tiqn 

In  Front 

Back 

In 

In 

In 

In 

Of  Steam 

©d  per  aq.fl 

BeslgnAw 

of 

Of 

of 

Fire 

Ash 

Fire 

aooke 

in 

of  grate 

Test 

Dlai^- 

Dlai^ 

Branch 

Pounds  per 

tion 

Mins. 

ra^ 

-ra^n 

box 

pan 

box 

box 

Pipo 

Hour 

222 

223 

224 

225 

212 

207 

21C 

3111 

120-2(LP 

120 

3.3 

2.0 

0.4 

0.08 

1897 

471 

505.2 

31.72 

3112 

120^30-F 

120 

4.4 

2.7 

0.4 

0.12 

1979 

433 

525.8 

41.64 

3136 

200-20-P 

120 

4.6 

2.9 

0.6 

0.06 

1962 

673 

562.6 

91.41 

3121 

160.^0-? 

120 

6.9 

4.1 

1.0 

0,15 

1852 

669 

586.7 

46.07 

3117 

240^20.? 

120 

6.0 

4.3 

1.1 

0.12 

1940 

560 

596.7 

50.66 

3137 

120-40*? 

120 

6.7 

4.3 

1.3 

0.08 

2122 

691 

579.4 

54.84 

3119 

280-20-P 

90 

7.6 

6.4 

1.4 

0,10 

1838 

688 

607,8 

59,87 

3113 

160-35*? 

120 

7.2 

6.1 

0.7 

0.18 

2197 

500 

548.2 

54.84 

3126 

320-20-7 

60 

8.0 

6.0 

2.0 

0.11 

1871 

699 

593.1 

70.24 

3136 

200-35-? 

60 

8.0 

5.6 

1.7 

0.12 

2200 

703 

612.9 

68.29 

3134 

200-35-? 

60 

8.3 

5.8 

1.8 

0.13 

2235 

699 

602.9 

83.47 

3115 

200-35-? 

120 

9.3 

7.0 

1.3 

0.23 

« 

725 

564.2 

76.15 

3122 

280-30-P 

60 

10.3 

8.0 

2.6 

0.27 

2164 

712 

609,1 

80.22 

3142 

S60-25-? 

30 

9.8 

7.2 

3.3 

0.11 

2224 

- 

602.0 

95.79 

3128 

320-25-? 

60 

9.3 

6.7 

1.7 

0.13 

1922 

718 

607.1 

76,59 

3116 

240-3&*? 

90 

9.9 

7.4 

2.4 

0.30 

2163 

711 

598,8 

81.74 

3143 

360-25-? 

30 

10.8 

9.6 

3.1 

0.13 

2206 

* 

605,6 

101.28 

3114 

160-45-? 

90 

10.9 

8*2 

1.2 

0.30 

2348 

736 

659,8 

90.88 

3127 

320-30-? 

60 

11.4 

8.6 

2.4 

0.13 

2063 

743 

612.3 

104.72 

3133 

160-50-F 

60 

10.6 

7.9 

2.4 

0.16 

2170 

722 

594,9 

102.56 

3125 

280-35-? 

60 

11.3 

8.2 

2.1 

0.24 

2197 

728 

610.9 

91.41 

3124 

200-45-? 

90 

12.3 

8.6 

2.6 

0,34 

2188 

734 

614.4 

102.01 

3109 

240-45-F 

60 

13,7 

9.8 

1.6 

0,41 

2322 

730 

570.9 

106,03 

3139 

240-45-? 

60 

12.8 

9.1 

2.5 

0.21 

2249 

748 

632.3 

111.44 

Sheet 


Table  IV. 

COMBUSTION  DRAFT  AND  TEMPERATURE. 

The  draft  figures  in  this  table  are  plotted  in  Figs.  10  and  15. 


25 


Ji.P.  4»c  ¥SIIM 

LCX:OMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

type  Psii.4BnmA,  BArmoBS  A WAiBnraroB  Raiuoao  Compamt 

— -•  . Nobthux  CBjnVAL  Bailwat  Coxpaht 

CLASS No.  WwT  JnuT  A SaAaaon  Eailboao  CoMPAinr 

« .MM  TEST  DEPARTMENT  iklllotln  No. 

SHEET  No.„_]rrrlS»!r. 

Tests  of  a Class  ESod  IiOCOOK>tlT6.  Altoona  Pa  11-1-191S 

Sill* 

Si  f §1111 H 

X Ijli . . 5 lijz  : i ^ 1 1 1 1 lltiv'  Hi  1 I III  mini  TTn 

null  Wj  mi 

iiRiiil 

Plllljllll 

j iKf  iBi 

li;  p igffijjJl 

llllllii 

l+ljr;:il  S;ffl  miH  SiSi 

t If  j . . 4 4t  • 4+f  f + fli . 4I  4 

Twffl- 1 ^ ^ liS  3 El  S ] 

"Mill  i 1SH8 

Fig.  10. 

DRAFT  AND  RATE  OF  COAL  BURNING. 

The  maximum  draft  in  the  smokebox  is  nearly  14  inches,  the  reduction  in  draft  between  the  front  and  back 
of  diaphragm  is  about  27.4  per  cent,  when  working  at  the  maximum  rate. 


26 


Combustion  Rate  and  Heat  Transfer. 

48,.  The  rate  of  combustion  (Table  III,  column  339),  ranged 
from  31.19  to  109.27  pounds  of  dry  coal  per  hour  per  square  foot 
of  grate.  Some  tests  were  made  on  locomotive  No.  3162,  class 
E2d,  using  Penn  gas  coal,  and  comparing  its  rate  of  combustion 
with  that  of  the  superheated  steam  locomotive  presented  here  at 
a speed  of  200  r.p.m.  (47  m.p.h.)  with  a cut-off  of  35  per  cent, 
and  a wide  open  throttle,  we  find  that  the  E2d  or  saturated 
locomotive  burned  53  per  cent,  more  coal;  evaporated  26.3  per 
cent,  more  water,  but  developed  only  78.6  per  cent,  of  the  draw- 
bar pull  obtained  from  the  superheated  steam  locomotive.  As 
shown  in  Fig.  10  the  rate  of  combustion  of  the  E3sd  increased 
regularly  with  the  draft.  The  points  all  lie  close  to  their  respective 
average  curves. 

49.  The  dry  coal  consumed  per  square  foot  of  heating  surface 
per  hour  ranged  from  0.716  to  2.509  pounds. 

50.  It  was  shown  in  Fig.  9 that  as  the  rate  of  combustion 
increased  from  minimum  to  maximum,  there  was  a gradual  in- 
crease in  the  temperature  of  the  firebox  and  smokebox.  This 
was  also  true  in  the  case  of  the  branch  pipe  temperature,  and  the 
superheat  until  the  rate  of  combustion  reached  80  pounds  of  dry 
coal  per  square  foo^  of  grate  per  hour,  these  temperatures  then 
remained  stationary  up  to  a rate  of  combustion  of  100  pounds  per 
square  foot  of  grate  per  hour.  Thereupon  the  branch  pipe 
temperature  and  superheat  decreased  gradually. 

51.  That  approximately  one-tenth  of  the  heat  absorbed  is 
taken  up  by  the  superheater  surface  is  shown  in  Table  V. 

52.  When  burning  the  greatest  weight  of  coal  per  hour,  the 
temperature  of  the  firebox,  as  measured  by  a thermo-couple, 
reached  2249  degrees  Fahrenheit  (Table  IV,  column  212),  and 
the  temperature  of  the  smokebox  gases  was  748  degrees  (column 
207),  showing  that  the  difference,  or  1501  degrees  temperature 
drop,  must  have  been  caused  by  heat  absorbed  by  the  boiler. 
At  different  rates  of  combustion  this  drop  varied  considerably, 
but  the  average  was  1415  degrees  for  all  of  the  tests. 


27 


LOCOMOTIVE: 
TYPE_ 

CLASS..  . No. 

Sheet  No — 
Tfla,ta  of  .a.. 


M.  F.  47»— A 

PENNSYLVANIA  RAILROAD  COMPANY 

Philadelphia,  Baltimore  & Washingtoh  Railroad  Company 
Northern  Central  Railway  Company 
3*8 West  Jersey  Si  Seashore  Railroad  Company 


3&1  4-2R-12 


TEST  DEPARTMENT 


Bulletin  No._ 


11 


Altoona. 


SA5B  OP  CCaiBirariOH  AHD  HTUT  trahsfer 


Test 

KO. 

Test 

Designa- 

tion 

Dura- 

tion 

of 

Teat 

Uins. 

Total 

Dry 

Coal 

Firod 

Dry 

Coal 

Fired 

Per 

Hour 

Eate  of  Conlsfostion 

Eeat  Trans- 
fercd  across 
Tetter  Heating 
Surface  B,t.u. 
Per  ninute 

Heat  Trane  feiv 

ed  across  8tq>- 
erhoating  sur- 
face B.t.u. 

Per  Minute 

Dry  Coal 

Fired  per 
Sq.ft. of 
Crate  per  hr. 

Dry  Coal  Per 

Sq.ft. of  Heat 
-ing  surface 
Per  hour 

235 

338 

329 

3111 

120-20m.P 

120 

3412 

1706 

31,19 

0.716 

299473 

20007 

3112 

120-.30-P 

120 

4479 

2240 

40,95 

0,941 

356584 

27033 

3136 

200-20-.P 

120 

4903 

2452 

44,83 

1,030 

361406 

37546 

3121 

160-30-P 

120 

5053 

2527 

46,20 

1.061 

405117 

40256 

3117 

240.20-F 

120 

5446 

2724 

49,60 

1.144 

415792 

43211 

3137 

120-.40-P 

120 

sees 

2942 

53,78 

1,235 

421963 

40813 

3119 

260-20-? 

90 

4829 

3219 

58,85 

1,352 

457164 

47844 

3113 

160-36-P 

120 

5899 

2950 

53,93 

1.239 

469828 

39247 

3126 

320-20^P 

60 

3777 

3777 

69,05 

1,566 

495110 

50046 

3135 

200«3&-P 

60 

3663 

3663 

66,97 

1,536 

506373 

56540 

3134 

200-35*? 

60 

4477 

4477 

81,85 

1.879 

517373 

53872 

3115 

200-35-F 

120 

6083 

4042 

73,89 

1.697 

531926 

46516 

3122 

280-30-P 

60 

4314 

4314 

78,85 

1.811 

525674 

58024 

3142 

360-25-F 

30 

2569 

5138 

93,93 

2.157 

551864 

59623 

3128 

320-25^F 

60 

4108 

4108 

75,11 

1.726 

553527 

59988 

3116 

240-35-P 

90 

6593 

4395 

80,35 

1.845 

570710 

60879 

3143 

350..25-F 

30 

2722 

5444 

99,52 

2,286 

580389 

62262 

3114 

160*45*? 

90 

7332 

4888 

89,36 

2.052 

591661 

52572 

3127 

320-30*? 

60 

5616 

5616 

102,67 

2.358 

585839 

66180 

3133 

160-50-P 

60 

5601 

5501 

100,57 

2,309 

605750 

62657 

3125 

280*35*? 

60 

4916 

4916 

89,87 

2,064 

623810 

69379 

3124 

200-45-? 

90 

8236 

5491 

100.38 

2.305 

648328 

73506 

3109 

240-45-P 

60 

5703 

5703 

104.26 

2.395 

684600 

66601 

3139 

240^5-? 

60 

5977 

5977 

109.27 

2,509 

670105 

60482 

Sheet  No 


p-iose 


Table  V. 

RATE  OF  COMBUSTION  AND  HEAT  TRANSFER. 

This  table  shows  the  rate  of  combustion  or  the  dry  coal  fired  per  hour  per  square  foot  of  grate  surface.  It 
also  shows  the  heat  transferred  across  the  water  and  superheating  surfaces  in  heat  units  per  minute. 


28 


Ashpan,  Air  Inlets. 

53.  During  some  of  the  tests,  locomotive  No.  318  did  not  seem 
to  have  a very  active  combustion  at  the  rear  of  the  firebox.  The 
draft  was  apparently  sufficient.  To  ascertain  just  what  effect 
it  would  have  on  the  fire,  the  rear  row  of  brick  was  removed  from 
the  arch  and  a test  was  made  at  200  r.p.m.  with  a 50  per  cent, 
cut-off  and  a wide  open  throttle.  Its  duration  was  20  minutes 
and  while  the  average  boiler  pressure  was  low,  an  evaporation 
of  36,144  pounds  of  water  per  hour  was  obtained,  which  is  much 
better  than  that  obtained  during  a test  under  like  conditions, 
Test  No.  3109,  namely:  34,737  pounds. 

54.  Test  3133  was  then  run  at  160  r.p.m.  with  50  per  cent, 
cut-off  and  throttle  wide  open,  in  comparison  with  test  No.  3131, 
which  is  not  recorded  in  this  Bulletin.  On  account  of  low  pressure, 
the  evaporation  rate  was  increased  from  27,096  pounds  to  30,691 
pounds  per  hour.  The  only  reason  for  the  improved  performance 
of  the  locomotive  during  this  test,  that  was  discernible,  aside 
from  the  change  to  the  arch,  was  the  fact  that  the  ashpan  door 
was  open. 

55.  The  area  of  all  of  the  present  air  inlet  openings  in  the  ash- 
pan  of  this  locomotive  with  the  door  closed  is  6.54  square  feet  or 
12  per  cent,  of  the  grate  area,  and  this  appears  to  be  too  small. 

Smokebox  Gases. 

56.  The  analysis  of  the  smokebox  gases  is  given  in  Table  VI, 
columns  253  to  256  inclusive.  The  loss  due  to  carbon  monoxide 
was  comparatively  small,  ranging  from  0.0  in  some  instances  to 
3.3  per  cent.,  the  amount  at  the  greatest  rate  of  combustion. 

57.  The  smoke,  according  to  the  Ringelmann  scale,  varied 
from  8 to  46  per  cent.  The  locomotive  was  hand-fired  and  the 
smoke  can  be  considered  as  moderately  low  compared  with  other 
tests  on  the  plant.  This  is  no  doubt  due  to  the  presence  of  the 
brick  arch  in  the  firebox,  enabling  a portion  of  the  smoke  to  be 
consumed.  A low  percentage  of  smoke  was  accompanied  by  a 
high  boiler  efficiency. 


29 


M.  P.  479-A  8x10% 

3C1  4-28-12 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPE  ^ Pmiladblphia.  Baltimore  & Washington  Railroad  Company 

via  Northern  Central  Railway  Company 

CLASS.....®.®** No.„3*6. West  Jersey  & Seashore  Railroad  Company 

TEST  DEPARTMENT  BolletiZX  No.  , 

SHEET  N0._J&-1Q.59„ 

To.8.t8...P.f.a..Cla88  Altoona.  PA..n-a=:l913 


310KSB0X  OASES 


Test 

No* 

Test 

BesigJiE^ 

tlon 

Dura- 

tion 

of 

Test, 

Ulns. 

Anals 

rsis  of  Stookebox  Gases 

Calorific 
Value  of 
Dry  Coal, 

B.  T.  U. 

per  pound 

Percent  of 
heat  in  Coal 
lost  by  pre- 
sence of 

C 0 

Teiqp- 

eratuH 

of 

SQoke 

Box 

^ke^ 

Percej 

Ringe: 

•Hoann 

Scale 

Oxygen, 

0 

Per 

cent 

Carbon 
Monoxide, 
C 0 

Per  cent 

Carbon 

Dioxide, 

C02 

Percent 

llitro- 

een, 

N 

Percent 

253 

254 

255 

256 

248 

207 

3111 

120-20-P 

120 

5.4 

0.0 

12.6 

82.0 

14442 

0 

471 

8 

3112 

120-30-P 

120 

4.2 

0,0 

13.0 

82.7 

14442 

0 

433 

10 

3136 

200-20-F 

120 

3.8 

0.3 

13,8 

82.1 

14581 

1.10 

673 

14 

3121 

i60-30-P 

120 

3.0 

0.3 

14.5 

82.2 

14266 

1.63 

736 

16 

3117 

240-20-P 

120 

4.6 

0.0 

13.6 

81.8 

14266 

0 

660 

20 

3137 

120-40-P 

120 

4.0 

0.4 

13,2 

82,3 

14581 

1.59 

691 

16 

3119 

260-20-P 

90 

1.8 

1.0 

14,0 

83.2 

14266 

3,71 

688 

28 

3113 

160-3 5-P 

120 

2.8 

0.4 

14.3 

82.6 

14442 

1.44 

500 

14 

3126 

320-20-P 

60 

3.6 

0.3 

13.1 

83.0 

14266 

1.24 

699 

16 

3135 

200-3 5-? 

60 

1.3 

1.,^ 

14.7 

82.7 

14581 

4.74 

703 

18 

3134 

200-35-P 

60 

0.8 

2.3 

14.1 

82.7 

14581 

7.71 

699 

22 

3115 

200-3 5-P 

120 

1.6 

1.6 

14.3 

82.5 

14442 

5.56 

725 

32 

3122 

280-30-P 

60 

1.5 

2.8 

13.4 

82.3 

14266 

9.58 

712 

40 

3142 

360-25-.? 

30 

1.6 

1.2 

13.6 

83.6 

14581 

4,46 

- 

32 

3128 

320-25-P 

60 

2.2 

0.6 

14.6 

82.6 

14581 

2.15 

718 

24 

3116 

240-3 5-P 

90 

3.6 

0.5 

13.6 

82.3 

14266 

1.99 

711 

32 

3143 

360-25-F 

30 

0.3 

4.4 

13.2 

82.1 

14541 

18.13 

- 

28 

3114 

160-45-P 

90 

1.3 

2.9 

13.5 

82.3 

14442 

10.75 

736 

40 

3127 

320-30-P 

60 

1.1 

2.8 

13,1 

83.0 

14581 

9.37 

743 

40 

3133 

160-50-F 

60 

0.9 

3.3 

13.4 

82.3 

14581 

10.47 

722 

32 

3125 

280-35-P 

60 

5.0 

0.4 

12.0 

82.6 

14266 

1.80 

728 

22 

3124 

200-45-P 

90 

1.2 

1.8 

14.4 

82.6 

14266 

6.19 

734 

46 

3109 

240-45-F 

60 

1.1 

3.3 

12.8 

82.8 

14442 

1.39 

730 

42 

3139 

240-45-P 

60 

0.7 

3.3 

13.9 

82.1 

14581 

10.47 

748 

36 

^ P-1059 

Sheet  No 


Table  VI. 

SMOKEBOX  GASES. 

In  this  table  the  tests  are  arranged  according  to  the  increase  in  evaporation.  There  is  a gradual  increase  in 
carbon  monoxide  or  unburned  carbon  as  the  rate  of  firing  increases. 


30 


58.  The  relation  between  the  smoke,  the  carbon  monoxide 
and  the  amount  of  dry  coal  fired  per  hour  in  pounds  per  square 
foot  of  grate  is  shown  in  Fig.  11.  Although  the  points  in  each 
instance  are  scattered,  it  is  seen  that  the  percentage  of  smoke 
increased  directly  and  rapidly  with  the  increase  in  the  rate  of 
combustion,  while  the  increase  in  the  percentage  of  carbon  mon- 
oxide is  gradual,  especially  at  the  lower  rates  of  combustion. 
This  locomotive  was  hand-fired.  No  observations  were  taken 
of  the  spark  losses. 

Stack  and  Nozzle. 

59.  When  commencing  this  series  of  tests,  locomotive  No.  318 
was  equipped  with  a circular  nozzle,  having  a diameter  of  5.69 
inches  and  an  area  of  25.4  square  inches.  Later  a rectangular 
nozzle  was  substituted,  as  shown  in  Fig.  7.  Its  dimensions  were 
4y\  X 5|  inches  and  the  area  was  25.4  square  inches  or  the  same 
as  that  of  the  circular  nozzle. 

60.  The  stack  was  16  inches  in  diameter  at  the  bottom  and 
tapered  toward  the  top  to  a diameter  of  18f  inches. 

61.  The  maximum  evaporation  obtained  with  the  circular 
nozzle  was  25,648  pounds  of  water  per  hour,  at  which  rate  the 
draft  in  front  of  the  diaphragm  was  6.8  inches  of  water.  The 
area  of  the  nozzle  was  then  reduced  to  23.76  square  inches.  There- 
upon, the  evaporation  rate  dropped  to  23,784  pounds  of  water 
per  hour  with  a draft  in  front  of  diaphragm  amounting  to  5.8 
inches  of  water. 

62.  Then  the  rectangular  nozzle  was  used  and  the  maximum 
evaporation  rate  obtained  with  it  was  34,737  pounds  of  water 
per  hour  with  a maximum  draft  in  front  of  the  diaphragm  of 
13.7  inches  of  water. 

63.  In  order  to  ascertain  the  velocity  head  or  pressure  across 
the  stack  area,  so  as  to  draw  some  comparison  between  the  uni- 
formity of  pressure  produced  by  the  two  kinds  of  nozzles,  read- 
ings were  taken  across  the  area  of  the  stack  at  the  top.  These 
readings  were  in  inches  of  mercury  from  a manometer  attached 
by  tubing  to  a pipe  capped  at  the  end,  and  having  an  opening 
one-eighth  of  an  inch  in  diameter.  This  was  moved  across  the 
stack  opening  at  regular  intervals  and  the  resulting  pressures 
observed. 


31 


LOCOMOTIVE: 

TYrE_Jb4s5l8_ 

CLASS  JiSfid. No.-ja.fi__ 


M.P.  «9C 

PENNSYLVANIA  RAILROAD  COMPANY 


>»!»»< 


VarmnoMm  CmarwuLL  ftAiLirAT  Cokpavt 
WuT  imuar  k SKAiBon  Sailboas  Coxfakt 


SHEKT  No £dLOM 


TEST  DEPARTMENT 


Bulletin  No^. 
Altoona.  PA..ii^^Wi? 


Fig.  11. 

CARBON  MONOXIDE  AND  SMOKE. 

The  carbon  monoxide  increases  in  a fairly  regular  manner  with  the  increase  in  rate  of  firing. 


32 


64.  Fig.  12  shows  the  readings  obtained  from  the  circular 
nozzle,  plotted  from  left  to  right  and  from  front  to  rear  across 
the  stack  opening  for  evaporation  rates  from  15,022  to  25,648 
pounds  of  water  per  hour.  It  is  seen  that  as  the  evaporation 
rates  increase,  the  curves  tend  toward  a peak  showing  a high 
pressure  of  discharge  through  the  center  of  the  stack. 

65.  The  pressures  at  the  front  and  rear  edges  of  the  stack 
vary  from  0.0  to  0.7  inches.  The  pressures  at  the  front  edge  of 
stack  are  much  higher  than  those  at  the  rear  edge.  The  pressures 
at  the  right  and  left  edges  range  from  0.1  to  0.6  inches. 

66.  Similarly  the  pressures  are  plotted  for  the  rectangular 
nozzle  in  Fig.  13.  Here  the  pressures  at  the  front  and  rear  edges 
of  the  stack  vary  from  0.0  to  1.6  inches,  while  at  the  right  and  left 
edges  the  pressures  range  from  0.1  to  0.6  inches. 

67.  It  is  observed  that  the  pressures  appear  to  be  more 
uniform  across  the  stack  from  front  to  rear  for  the  rectangular 
nozzle.  From  the  right  to  left  edges  of  stack  the  graphical 
representation  of  the  pressures  shows  that  when  the  boiler  was 
evaporating  34,737  pounds  of  water  per  hour,  the  efficiency  of 
the  rectangular  nozzle  had  reached  its  approximate  limit.  Below 
this  evaporation  the  pressures  across  the  stack  are  fairly  uniform. 

Evaporative  Performance. 

.68.  The  evaporative  performance  (Table  VII,  column  340), 
shows  a range  of  evaporation  of  15,188  to  34,737  pounds  of  water 
per  hour,  or  the  maximum  rate.  The  equivalent  evaporation 
per  hour  (column  344)  increased  from  19,603  pounds  to  46,078 
pounds  per  hour. 

69.  As  the  equivalent  evaporation  increased,  there  was,  as 
shown  in  Fig.  14,  a gradual  increase  in  the  branch  pipe  and  super- 
heater temperatures.  The  boiler  temperature  shows  very  little 
variation,  while  the  boiler,  return  bend  and  branch  pipe  pressures 
after  a slight  increase,  gradually  fell  off  as  the  evaporation  rate 
increased. 


33 


LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

type  Philabslphia,  Baltimore  Waahihotom  Rau^ao  Oomtany 

TYPE  i g ~ Northern  Central  Railway  Company 

Cl.ASSC_^SO  No.  West  Jersey  & Bearhorb  Railroad  Company 

TEST  DEPARTMENT  BUL.U.E.TIH 


No. 


Sheet  No.  Pioei 

or"  A <CU>VSS.  E.SSO  L.OCO«><IOXl>/C> Autoona,  Pa., 


li 


Cir<couAR  exHAU'snr  mox-rue., 


Sheet  No.  P 1061 


Fig.  12. 

STACK  PRESSURES. 

This  Figure  shows  the  dynamic  pressures  across  the  top  of  the  stack  when  using  a circular  nozzle  having  an 
area  of  25.4  square  inches.  The  maximum  evaporation  attained  was  25,600  pounds  per  hour. 


34 


Fig.  13. 

STACK  PRESSURES. 

These  results  were  obtained  with  a rectangular  exhaust  nozzle  fsee  Fig.  7)  having  an  area  of  25.4  square 
inches,  or  the  same  as  the  circular  nozzle.  The  evaporation  attained  in  this  case  was  34,700  pounds  per  hour, 
an  increase  of  26.2  per  cent. 


35 


LOCOMOTIVE: 

TYPE  . 4r?r4«2..„. 

CLASS  E3.9..4„...  N0....31.5L 


M.  P.  47e-A 

PENNSYLVANIA  RAILROAD  COMPANY 

Philadelphia,  Baltimore  & Washington  Railroad  Company 
Northern  Central  Railway  Company 
West  Jersey  & Seashore  Railroad  Company 


m 4-29-12 


Sheet  No 


TEST  DEPARTMENT 


yeats  of  a Claes  E3»d  LocomotiTe, 


BBlletinNo_  11 
.Altoona.  Pa..  ll"l-191g 


EVAPORATIVE  PERPOEMAHCB 


Test 

No. 

Tost 

Deaigna^. 

tion 

Dura- 

tlon 

of 

Test 

Mins 

77ater  and  Steam 

Evaporative 

Performance 

Svq)erheat 
in  Branch 
Pipe 
Degrees 
Fahr. 

Irrii 

• < 

Effiei 

-aocy 

of 

Boilez 

Total 
Poimds 
of  Water 
Evap, 

Poimds  of 
water  Erap, 
Per 

Hoxir 

Total 

Water 
Divided  by 
Total  Coal 

I^juiv.Svap, 

Per  Pound 
of 

Dry  Coal 

264 

340 

347 

230 

344 

350 

3111 

120-20-F 

120 

30376 

15188 

8,75 

11.49 

118.15 

19603 

77.20 

3112 

120-30-y 

120 

36170 

18085 

7i94 

10.51 

138.37 

23532 

70.62 

3136 

200-20-F 

120 

38631 

19316 

7,73 

10,48 

195.44 

25702 

69.75 

3121 

160-30-F 

120 

41027 

20514 

7.98 

10.82 

199,39 

27349 

73.60 

3117 

240-20-F 

120 

42087 

21044 

7.59 

10.34 

208.44 

28174 

70,33 

3137 

120-40-F 

120 

42739 

21370 

7.12 

9.65 

192,56 

28396 

64.22 

3119 

280-20-P 

90 

34743 

23162 

7.07 

9.68 

221.08 

31168 

65,85 

3113 

160-35"P 

120 

47671 

23786 

7,93 

10.59 

161,69 

31236 

71.16 

3126 

320-20-P 

60 

26082 

25082 

6.53 

8.88 

207.43 

33539 

60.40 

3135 

200-35-P 

60 

25650 

25650 

6.87 

9.42 

227,37 

34513 

62.69 

3134 

200-3 5-F 

60 

26232 

26232 

5.75 

7.86 

218.04 

35196 

52.31 

3115 

200-35-P 

120 

53847 

26924 

6,55 

8.62 

179,26 

35641 

59.26 

3122 

280-30-.P 

60 

26629 

26629 

6.07 

8.31 

227.38 

-35837 

56.53 

3142 

360-25-F 

30 

13984 

27968 

5.34 

7.31 

220,83 

37549 

48.65 

3128 

320-25-F 

60 

28079 

28079 

6.70 

9.18 

221.40 

37711 

61,10 

3116 

240-3 5-F 

90 

43417 

28945 

6,47 

8.82 

213.96 

38760 

60.00 

3143 

360-25-F 

30 

14704 

29400 

5.31 

7.25 

221.47 

39463 

48,38 

3114 

160-45-F 

90 

44927 

29951 

6.02 

3.09 

175,07 

39566 

54.35 

3127 

320-30-F 

60 

29743 

29743 

5.19 

7.12 

228,29 

39964 

47.39 

3133 

160-50-F 

60 

30691 

30691 

5.47 

7.47 

211,67 

41080 

49.71 

3125 

280-3 5-F 

60 

31638 

31638 

6.33 

8,65 

226.80 

42502 

58.84 

3124 

200-4  5-P 

90 

49327 

32885 

5,89 

8.07 

232,32 

44285 

54.89 

3109 

240-46-P 

60 

34737 

34737 

5.99 

8,08 

193.44 

46073 

54.29 

3139 

240-4 5-P 

60 

33970 

33970 

5.57 

7.71 

253.84 

46078 

51.31 

Sheet  No.?..-10^ 


Table  VII. 

EVAPORATIVE  PERFORMANCE. 

The  evaporation  ranged  from  15,000  to  34,000  pounds  per  hour,  while  the  efficiency  of  the  boiler  ranged  from 

77  per  cent,  to  47  per  cent. 


M.p.4nc  8 1 IQlg  _ 

LOCOMOTIVE  PENNSYLVANIA  RAILROAD  COMPANY 

TVPP  4 PniI.AD«LPHL8,  Baltoiobi  * Wasbuistob  Hailboad  Cokpaht 

«o  NoBTBBBB  CbBTBAL  RaHWAT  COMPABT 

CLASS  No..yi.O Wbat  Jbbsbt  A Bbaihobb  Rauboad  Compabt 

, TEST  DEPARTMENT  ftlllstln 

SHEET  No..?~*y6?. 

Tests  Qf  a CXftSa  Altoona.  Pa..1.1-::1-1?13 


m 

-W] 

Pi 

P 

St# 

■1 

in 

Tt 

& 

KEREE^EHR 

Sp 

liiHiiii 

333:3:33:1 

OOi 

II  1 ||j|||||MBf  1 : a : : : B : 4. : 

II  ilf 

1 

11 

li 

It^ 

liiKS  Y" 

rSeeS  i:^:| 
6Eliii  iiSI 

*r”^ 

jili?! 

RHEi 

3E:*i3i(3il 

wm 

11 

HF 

HHILf 

333333333: 

EEEEEEEEU 

llliill 

1 

3333333EF-3;333:33::::3E::»|::3ni3[(!::s:s::n:::::3:::3;i3::::  3:3 

5ss|3::!:ij:3 ’Ei'E'.?.'.;^ii:E:E|t3?''^;E'E:3s;55E:Ej|s:ssEs:sj!  !|3jss  jSj 

1 

1 

isjlllESil 

wm 

Hijslihs 

iiiiiiiiii 

1333333113 

■•»«■■■■■■ 

EEEEEEERE 

333333333: 

3:33“  3'e: 
<^Sh3  beSe 

iyliiliid 

33333333333 

j3333333S3i 

'313:^3333 

i-iiK 

33333^ 

pli 

lir 

I 

Ill 

iii**T*| 

ij 

1 

IHH 

SSs 

»::: 

fen 

m 

!1 

n 

iillllllMlIllllOllllilllll 

llpiillllllliljjlrlllil 

IS<^lllllllilllllllllllliill  HI 

i!S3s:|[y3:3[:33:»|::»:R|ir:»3:i:’;»:333333333::  3:3 

inig  Hi 

■ M PP: 

[I 

fpi 

pg 

iiiiiiilif 

33:3333333 

ERx::::: 

'SSp 

Ip 

MM 

P 

Si' 

lii 

HS 

iHHiliili 

3333333333 

eeueeer: 

P 

H 

iiiiiiiii 

»333h33S 

erheebh 

illlli 

MM 

M 

OiHliiilHiiiiilliiiyiHliiilililllllllllllOH^ 

ilTij  Si: 

[I 

i|;;| 

snsiss 

:!uS:: 

S333333.» 

iiiiiiiiii 

bee::: 

iiiHsilii 

^•iiiiH 

ii'i 

iSffi 

M 

HHliiiijiiiiiiniiiiiiiiiiiiiiiiiiHiliiiiiilliiliiijiiiliiin 

Ip:; 

B 

HP 

liisli 

133333333 

llllillilll 

iffi 

3i:H333ii 

iiijipii 

SH' 

mB 

M 

ij33:::3:3::3:3:n:3:33:::::3::::333:3:s33:::3333:3:33|3[3S  1333’  333: 

B 

Wtl 

[gl 

iiHiiiii 

i333i:3:iii 

u 

Bf|H 

lilll 

ill 

;gM 

M 

OlOIIIIOlllllOOOlilllOIIOIIIIIllllliOOl^inHli 

!iH 

ill 

3 

MM 

llllillilll 

IS 

SB 

mIIW 

11  HI 

Sit 

MM 

M 

iiiliiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiilliiiiOiiiiiiliili^Hiiii 

i| 

ill 

Hu 

IS 

Bp 

IS 

iiili: 

irr 

|S|| 

II 

III 

m 

IS; 

:ii 

11 

11 

i |1 

1 1 

li 

w 

|iK|l3||iHiHii|ini|||||iii  ii||iijij|jHjjjjnji|jjHiji  ii[v  lili 

■ iiili 

‘ukk: 

SIS 

rS.;;: 

1 III 

iumsi 

3S3i3h3S 

yiiimyi 

33333333”: 

11 

:::::::::: 

IIIIIIIIII 

eueeSeeeeebee; 

liliior 

eShSuS 

111 

III 

il 

iiili 

!333! 

::3:3:::3333:::::3::E33::3::::  eeeeseIeeeeeeeeeeeeeee':;:’';'!  !3rn  3:3: 

IllilllllllilOillllllilOllli  iillllllllllllillilOillHilHiilll 

:||p  Ep 

:» ::: 

i:s:SSS 

Sell 

mm 

IIIIH^sll 

RESEE 

333333 

liH 

ilHilliiiiiii 

111111 

Sili 

MM 

H 

iiiiiiiiililiiiiliiiiiiiiliiii  iiiilii:iiiliiiiliiiHiiHiliii3:3iHii 

III 

liiSi! 

MRs: 

nliil 

li 

it 

ll 

;3  333 
3:  e» 

333333333 

lii 

ilOf; 

333!R3333i 

EE.EEu:::: 

:Bj33|3S33i 

1 

i: 

lEi33333333HL 

IIhPHIII 

j3i33ii33j333: 

ill 

iiiiiiiii 

mililil 

11101111 

iiliiOlli 

iiiiiiiiii 

i 

|S333 

iiiis 

Iiili 

iiiiliiiiiiiiliiiOiiiiiiiiili  iHliiiHliliHllHliiiiiiiiiiPsiiii 

l:::::::::::[:::::::3:::3:3::3  3:::3::33 j3::::3:::33r’:r3‘3!  hLieI  J:;; 

liliililllilllilili 

M:i  pli 

i:i?; 

EEEEEr.EE 

SSISijSS! 

lisiHliiii 

is 

HiiiHHi 

ilSilgglgl. 

iiiiiiiii 

;ig;i 

33333 

llljjjSljjgjHijjjjjijjjjjjjj  IHIImlsIiisnillE ilu 

hS 

1 

■1 

ii  III 

riiii 

■'.esebImb 

P 

ii 

iilliiliiiliii 

"I"”::':-”:’ 

SEESIREMEES:: 

111 

EiliisRii 

fl 

II 

33:33 

SSHE 

iilij 

HllllllilllHHIHli  illllilllllllilj  1 

Hllllllli!!!  SHlIlllllllf  l"!iill  llll 

llli 

iSSSSS: 

{.HlfS 

Olissl 

SSISSS: 

liQ; 

Ijiril 

[hi 

!IFI 

1 

IsiiiHiiii 

333Hh!!?! 

„:ai;:3H 

4i|p[||i 

33:i3i33l 

333333331 

1 

1 

1 

1 

1 

e";: 

illfi 

IHH 

i 

(HPHHHHHHIIII  IlnlllHIillHIllliil  1 

OslHlHiiiiiliilliOOllilOiOillOOllliH^^^ 
isbi^HIllliPliplIllllllliHHI  1 
IFSIlliiiiilllHPIH^IIpllill  1 

W:  :i 

1 

'SS- 

:r  3;: 

lil 

EBEBEs::: 

iiiiiiiii 

11 

::::::::: 

ipiiii 

ESEEERpjERH 

ii^misiLii 

KSSRSmS 

iiiim 

ii 

W\ 

m 

:::::3::::r3::3::3  :3:::3::  13:33  3:3: 

R''  li 

s 

r:  :3: 

Si:  si: 

lim 

IIOHIII 

eebee; 

3S333S 

EEEEEEEEE 

333333333 

li 

mm 

MU 

li 

: :::::::::3  ::::::::  ilS:: :::: 

III 

s 

SfiuSS 

EH  EES 

:i3  333 

Iiiiiiiii 

TTn|t])|_jr:i 

Im 

Ml 

'mm 

HilHim  IIIHII-iMIII 

1 

[Hr! 

ill  Hi 

iiiiiiiiiii 

III 

MB 

PS' 

SB 

B 

HI  iHiHllil 

HIiIhHIIHIIIHI  illlilil  illlfSilll 

M fii 

1 

liny 

BEE  SEE 

333  333 

ill 

llllllillil 

IB 

i33l”iHiii3H 

101 

3333:3333 

::::::::: 

i::::::3: 

::::: 

13333 

IHIlllllI 

::r:r:r:::::::::  :;: ::::  ::::: :::: 

!:h::333::::::::::  ■::: ::::  »::: :::: 

m ■■  til 

( 

ssr-sss 

:k  :r 

IH 

iiiiiiiiiii 

u 

S|p[ 

j 1 , 

1* 

[MM 

ll 

&IIHII1IHIII 

|3|n||:[j:33333|:|  :j|| ::::  lf::| 

III 

I 

1 

I 

1 

1 

1 

1 

33333333333333333333rll3 

S!Si33S|3 

ill 

EiKin-E 

lijllliii: 

:[  133:3:3 

lyi 

ir 

33  :::33l 

I 

III 

i3::3:::33:::333:3:  333  33:3  r3i[3  :::: 

ll|jilll|iiillilii  III  in  III  ill! 

iiiHliijiijiiiini  ilHujiijsss  sill 

iiiiiiiiiii 

Fig.  14. 

STEAM  TEMPERATURE,  PRESSURE  AND  SUPERHEAT. 

The  curves  at  the  lower  part  of  the  figure  show  the  drop  in  pressure  between  the  boiler  and  steam  chest. 


37 


70.  The  increase  in  the  equivalent  evaporation  in  pounds  per 
hour  per  square  foot  of  heating  surface  with  the  increase  in  the 
draft,  is  shown  in  Fig.  15.  As  the  draft  in  the  front  of  diaphragm 
increased  from  3.3  to  12.8  inches  of  water,  the  equivalent  evapora- 
tion per  hour  per  square  foot  of  heating  srudace  increased  from 
8.23  to  19.35  pounds. 

71.  The  evaporative  performance  of  the  boilers  is  shown 
graphically  in  Fig.  16.  There  was  a rapid  increase  in  the  water 
evaporated  with  a regular  increase  in  the  dry  coal  fired  per  hour. 
The  evaporative  performance  for  the  E2d  saturated  steam  boiler 
is  higher  than  that  of  the  E3sd  superheater  boiler  by  about  1 1 per 
cent.,  on  account  of  the  larger  water  heating  surface  in  the 
saturated  steam  boiler. 

72.  The  equivalent  evaporation  per  pound  of  dry  coal  de- 
creased with  the  increase  in  the  rate  of  combustion  measured  in 
pounds  of  coal  per  square  foot  of  grate.  This  is  shown  in  Fig.  17. 
The  results  plot  in  a straight  line  expressed  by  the  equation 
E = 13.2 — (0.057)  C,  when  “C”  represents  the  pounds  of  dry  coal 
fired  peir  hour  per  square  foot  of  grate  area. 

73.  In  Fig.  18  the  equivalent  evaporation  is  plotted  as  ordi- 
nates with  the  equivalent  evaporation  per  square  foot  of  heating 
surface  as  abscissae.  The  equivalent  evaporation  per  pound  of 
dry  coal  (Table  VII,  column  347)  ranged  from  11.49  to  7.12 
pounds — the  minimum,  while  the  equivalent  evaporation  per 
square  foot  of  heating  surface  varied  from  8.23  pounds  to  a 
maximum  of  19.35  pounds. 

74.  It  is  seen.  Fig.  18,  that  when  the  E3sd  boiler  was  forced 
to  an  equivalent  evaporation  of  16  pounds  per  square  foot  of 
heating  surface,  there  was  evaporated  8.4  pounds  of  water  per 
pound  of  dry  coal.  Comparing  this  with  the  performance  of  the 
E6s  locomotive,  the  curve  for  which  is  also  shown  in  Fig.  18,  at  the 
same  rate  of  evaporation,  there  were  7.7  pounds  of  water  evaporated 
per  pound  of  dry  coal.  In  the  case  of  the  E6  saturated  steam  loco- 
motive 8.7  pounds  of  water  per  pound  of  dry  coal  were  evaporated. 
If  the  E6  locomotive  could  be  forced  to  the  maximum  rate  or 
approximately  20  pounds  per  hour  per  square  foot  of  heating 
surface,  similar  to  the  E3sd  locomotive,  its  water  rate  per  pound 
of  coal  would  be  2 pounds  lower  at  that  equivalent  evaporation 


38 


LOCOMOTIVE: 
TYPt„_ 

CLASS. 


B38d 


SHEET  No._JP.rlQi&fi- 

Tests  of  & Class  E3sd  LoocpottWa 


U.  P.  479C 

PENNSYLVANIA  RAILROAD  COMPANY 

PwiAOiaMUL,  BALTOion  4k  WAtmaiTom  R«njw»tn  Covavt 
- Vamaax  CnraAJ.  Bailwat  Coxpakt 

3X6  Wht  JnuT  * BaAtmna  Raiuk>ad  Coxpabt 

Bulletin 


TEST  DEPARTMENT 


No. 


■«  ». 


Altoona. 


Fig.  15. 

DRAFT  AND  EVAPORATION. 

This  figure  corresponds  with  Fig.  10,  except  that  the  lower  scale  is  in  evaporation  per  square  foot  of  heating 

surface. 


39 


per  square  foot  of  heating  surface.  These  are  all  Atlantic  type 
locomotives  burning  Penn  Gas  Coal,  and  tested  under  practically 
the  same  conditions. 

75.  The  comparison,  thus  presented  in  Fig.  18  shows  a very 
creditable  evaporative  performance  for  the  E3sd  locomotive  when 
compared  with  other  locomotives  of  the  same  type. 

Evaporation  Rate,  Boiler  and  Superheater. 

76.  Table  VIII  is  presented  to  show  the  work  done  by  the 
superheater  as  compared  with  that  of  the  boiler.  These  results  are 
calculated  and  arranged  in  order  according  to  the  total  evaporation 
rate  as  given  in  column  344. 

77.  The  Table,  besides  including  the. test  number  and  test 
designation,  shows  the  water  evaporated  in  pounds  per  hour,  the 
equivalent  evaporation  from  and  at  212  degrees  Fahr.,  in  pounds 
per  hour  for  the  boiler,  for  the  superheater,  and  the  boiler  and 
superheater. 

78.  In  the  last  column  is  given  the  ratio  of  equivalent  evapo- 
ration per  square  foot  of  heating  surface  in  the  superheater  to 
that  in  the  boiler. 

79.  An  average  of  the  last  column  in  this  table  shows  that 
30.4  per  cent,  of  the  equivalent  evaporation  per  square  foot  of 
heating  surface  takes  place  in  the  superheater. 

80.  For  the  E6s  locomotive  it  was  found  (see  Bulletin  21, 
Par.  45),  that  the  rate  of  heat  transfer  per  unit  of  superheater 
surface  amounted  to  32  per  cent,  of  that  of  the  boiler  surface,  or 
but  1.6  per  cent,  more  than  that  obtained  in  the  E3sd  locomotive. 

8 1 . The  superheating  surface  in  the  E6s  locomotive  is  22  per 
cent,  of  the  total  heating  surface,  while  in  the  case  of  the  E3sd 
locomotive  the  proportion  is  24  per  cent. 

82.  The  E2d  and  E3sd  locomotive  boilers  are  alike  except 
that  the  latter  is  equipped  with  a Schmidt  superheater  and  arch. 
The  efficiency  of  the  E2d  boiler  is  greater  than  the  E3sd  super- 
heater boiler  (Fig.  21),  when  the  equivalent  evaporation  exceeded 


40 


M.  P.  479-A 

8C1  4-29-12 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

A o Philaoblphia,  Baltimorb  & Washinoton  Railroad  Compant 

type Northern  Central  Railway  Company 

CLASS No 316  , Wb4T  Jersey  & Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin  NO...  H _ 

Sheet  No.P.iPM 

.Tests  of  a ClMB  j^^  Altoona.  PA...llrlrlS!13 


EVAPORATION  RATEgBOlLER  AND  SOPTiRHBATra 


Test 

Test 

TWater 

Ec 

uiv.  Evap,  From  and  at  212*  F per  Hour 

Ratio  of  equiv. 

No. 

Era- 

Boiler 

Supers 

Boiler 

Per  sq.ft, 

, of  heating  surface 

Erap.jjer  sq.ft. 

Designa- 

pora- 

Erclud 

Includ 

Boiler 

Super«* 

Boiler 

of  heating  sur- 

ted 

-Ing 

heater 

Aing 

Excluding 

heater 

Including 

face  in  super- 

Lb .per 

Super- 

Super- 

Staper- 

Super** 

heater  to  that 

tion 

Hour 

header 

Alone 

heater 

heater 

Alone 

heater 

in  Boiler 

340 

344 

• 

345 

3111 

120-20-P 

15188 

18516 

1087 

19603 

9.97 

1.94 

8.23 

0.195 

3112 

120-30-P 

18085 

22047 

1485 

23532 

12.10 

2.65 

9.88 

0.219 

3136 

200-20-P 

19316 

23582 

2120 

25702 

12.95  . 

3.78 

10.79 

0.292 

3121 

160-30-P 

20514 

25047 

2302 

27349 

13.76 

4,11 

11,48 

0.299 

5117 

240-20-P 

21044 

25708 

2466 

28174 

14.12 

4,39 

11,83 

0.311 

3137 

120-40-P 

21370 

26090 

2306 

28396 

14.33 

4.11 

11.92 

0.287 

3119 

280-20-P 

23162 

28266 

2902 

31168 

15.52 

5.18 

13.09 

0.334 

3113 

160-35-P 

23786 

29049 

2187 

31236 

15.95 

3.90 

13.12 

0.245 

3126 

320-20-P 

25082 

30612 

2927 

33539 

16.81 

5.22 

14.08 

0.311 

3135 

200-3 5-.P 

25650 

31309 

3^04 

34513 

17.19 

5.72 

14,49 

0.333 

3134 

200-35-P 

26232 

31989 

3207 

35196 

17.57 

5.72 

14.78 

0.326 

3115 

200-35-P 

26924 

32889 

2752 

35641 

18.06 

4.91 

14.97 

0.272 

3122 

280-30-P 

26629 

32492 

3345 

35837 

17.84 

5.97 

15.05 

0.335 

3142 

360-25-P 

27968 

34122 

3427 

37549 

18.74 

6.11 

15.77 

0.326 

3128 

320-25.F 

28079 

34224 

3487 

37711 

18.79 

6.22 

16.83 

0,331 

3116 

240«35.F 

28945 

35287 

3473 

38760 

19.38 

6.19 

16.28 

0,319 

3143 

360.25M.F 

29406 

35885 

3578 

39463 

19.71 

6.38 

16.57 

0.324 

3114 

160-45«F 

29951 

36581 

2985 

39566 

20.09 

5.32 

16.61 

0.265 

3127 

320-30- F 

29743 

36222 

3742 

39964 

19.89 

6.67 

16.78 

0.335 

3133 

160«50nnF 

30691 

37453 

3627 

41080 

20.57 

6,47 

17.25 

0.315 

3125 

280-3 5-F 

31638 

38570 

3932 

42502 

21.18 

7.01 

17.85 

0.331 

3124 

200-45-F 

32885 

40083 

4192 

44275 

22.01 

7.48 

18.60 

0.340 

3109 

240-45-F 

34737 

42326 

3745 

46073 

23,25 

6.66 

19.35 

0.287 

5139 

240-45-F 

33970 

41432 

4646 

46078 

22475 

8.29 

19,35 

0.364 

4 

SHEET 

Table  Vi II. 

EVAPORATION  RATE,  BOILER  AND  SUPERHEATER. 

This  table  shows  the  proportion  of  the  heat  absorbed  by  the  water  heating  and  superheating  surfaces  of 
the  boiler.  According  to  the  last  column,  per  square  foot  of  heating  surface,  the  superheater  absorbed  about 
30  per  cent,  of  the  heat  absorbed  by  the  water  heating  surface. 


41 


500  pounds  per  square  foot  of  grate  per  hour.  However,  at  no 
rate  of  evaporation  is  the  average  efficiency  of  the  saturated  steam 
boiler  greater  by  more  than  2 per  cent,  than  for  the  superheated 
steam  boiler  as  shown  on  this  diagram. 

83.  This  small  loss  in  efficiency  is  compensated  for  many  times 
by  the  saving  in  the  amount  of  heat  supplied  to  the  engines  per 
i.h.p.  hour  for  the  superheater  locomotive  when  peifornling  the 
same  work  at  like  speeds.  This  was  shown,  clearly  in  the  case  of 
the  E6s  locomotive  (Bulletin  21,  Par.  109),  which  states  the  saving 
in  heat  expenditure  for  the  E6s  locomotive  over  the  E6  saturated 
locomotive  was  24.16  per  cent.  At  the  same  time,  the  saving  in 
coal  for  the  E6s  locomotive  amounted  to  24.4  per  cent,  per  indi- 
cated horse-power  hour  above  that  for  the  E6  saturated  steam 
locomotive. 

84.  Unfortunately  owing  to  the  limited  number  of  tests  made 
with  the  E2d  locomotive  we  have  not  sufficient  data  at  hand  to 
make  a fair  comparison  between  the  E2d  saturated  steam  and  E3sd 
superheater  locomotives. 

85.  Fig.  17  showing  the  equivalent  evaporation  per  pound  of 
dry  coal  at  the  different  rates  of  firing  for  the  E2d  saturated 
steam  and  E3sd  superheater  boilers  illustrates  the  better  perform- 
ance of  the  saturated  steam  or  E2d  locomotive  boiler,  when  the 
rate  of  firing  exceeds  45  pounds  of  coal  per  hour  per  square  foot 
of  grate.  This  is  due  to  the  greater  evaporation  rate  obtained 
from  the  saturated  steam  locomotive. 


42 


M.  P.  47«  C 8 z 10^ 

LOCOMOTIVE;  PENNSYLVANIA  RAILROAD  COMPANY 

dn'll  *2  PHll.tlmJTiUA,  BaI.TDIO.1B  A WAMmaTOM  Baiumao  Coxtabt 

' l i o Nobtbbbb  Cbbtbaj.  Bao-wat  OoMTAinr 

CLASSJ”.®”. NO.-..V.*".-.-  Wbat  Jbbbbt  * Bcaikobb  Bawawap  Cokfaht 

^ ...  TEST  DEPARTMENT  BollStln  NO. 

SHEET  NO.  JPmriPoT 

Testfi  of  a Clann  LonomotlvA , Altoona,  pa 

II 

I-  Ht  tiJ  ii  iH  ' • r f fi ■ iffii ■<'  i k tT iffyniiTT 

f::|i  Mil:  :: 

m 

f TnMiri nff  ff  ffl^mtitltff  tiff  ftflffl 

jfnlT  T ^itiijTLrfmiTH 

iftlm  IMm 

1 SS  M S ’ * 5 ■ ■ S ■ ± ffl  ffl'iT  P'^  rw  f H § ‘ ■ 

fill 1 

fmlwPiSS 

j| II  :|  ::  jlH  j^Bj 

1 jjl  La.  iL  1 1 J||ij-M4:  S E i ^t±k)aL 

BIBli 

itim:  tttff+H-f  iWiit  in 

1^41 

Is  Hi  al  i EfliiS  ffi 

MigpiMa 

ii|gpi 

5 B aag^a : 

Ti 1 1 iriT' ^ 4-^  ^tT it^  ■ Sir  'tTt  1 

t 1 M n aTlti  LT  TlTi  t * 1 ITT  ■ Tnr  it  irn 

B'jisjp 

ffSffi  IS::  ;;S  S SEE  ffiSIfE  t mj 

a±nim:  ±TJ  f irtrumn  J|4tr  TrT  Tt  +ffl 
itrTHt  Jt  -jK HI  i-tffiu'  Jm  S ira 

jijillj. m S ■g4jg 

pjjgi+tfS'  -H-  Pr  i1+' H+'  w riti  tiht 

1 1|: ::  llai  iSl 

llljlljjj^^B 

jSffi : ttUnit  1 

amPT|:a|  ! 1 ' 

^Iy4-iiim4 m-i|l  m rrn  1 t mfmT 

tt  nTunfm^  'Tim  1 TT nTTiTr  it  nS 

fnfn  ini  1 nm  H miimn 

Wtjfej'Siilg 

mmS  : : tTOwt  Si 

Fig.  16. 

COAL  FIRED  AND  WATER  EVAPORATED. 

On  this  diagram  a curve  for  the  E2d  saturated  steam  locomotive  is  shown.  Without  the  superheater  the 
evaporation  per  pound  of  coal  is  slightly  improved. 


43 


LOCOMOTIVE: 

TYPE^Jh.^^^. 
E38d 


316 


SHEET  No.  J&sJLQ6!5 


PENNSYLVANIA  RAILROAD  COMPANY 

PHn.4P»UHlA,  Ba1,TI]IOBS  & WABBDterOK  Raelboap  Coxfajtt 
Nobtbkbk  Cbhtbal  Rah-itat  Compabt 
WB»t  Jbbsbt  & 8IASBOBB  Bailboap  Coxtaxt 

TEST  DEPARTMENT 


Bulletin  No y* 

Altoona.  Pa.....44t.4“4?4^ 


Fig.  17. 

DRY  COAL  FIRED  AND  EQUIVALENT  EVAPORATION  PER  POUND  OF  DRY  COAL. 

The  E2d,  saturated  steam  locomotive,  shows  a slight  advantage  over  the  E3sd,  superheater  locomotive, 
between  rates  of  firing  of  43  and  110  pounds  of  dry  coal,  due  to  the  greater  evaporating  surface  of  the  saturated 
steam  boiler. 


44 


LOCOMOTIVE ; 
TYPE 

E38d 


316 


no._M^O.W. 

Tests  of  a Class  E3sd  Looamotiye^ 


M.  P.  479C 

PENNSYLVANIA  RAILROAD  COMPANY 

Pbcuadbutua,  Baltimou  a WAtani«i«>  Hailboao  Comtamt 
NovrasM  OsanLu.  Baii,wat  Cohtaht 
Wmt  Jawar  * UaAaaoaa  RAiLaoAD  CoMTAaT 

- TEST  DEPARTMENT 


BullotlnNo 11' 

Altoona. 


Fig.  18. 

EQUIVALENT  EVAPORATION  PER  POUND  OF  COAL  AND  RATE  OF  EVAPORATION. 

This  diagram  shows  curves  for  four  locomotives.  The  E6  and  E6s  have  larger  boilers  than  the  E2d  and  E3sd. 


45 


Boiler  Power  and  Efficiency. 

86.  The  boiler  horse-power  obtained  from  locomotive  No.  318 
during  the  tests  is  shown  in  Table  IX,  column  349.  There  is  also 
given  in  this  table,  the  boiler  horse-power  per  square  foot  of  heating 
surface,  per  square  foot  of  grate  surface,  and  the  boiler  efficiency. 

87.  The  total  boiler  horse-power  ranged  from  a minimum  of 
568  horse-power  to  a maximum  of  1336  horse-power  at  the  maxi- 
mum evaporation  rate.  This  maximum  is  equivalent  to  0.56 
boiler  horse-power  per  square  foot  of  heating  surface  or  24.4  horse- 
power per  square  foot  of  grate  siuiace. 

88.  The  range  of  boiler  efficiency  (column  350,  Table  IX) 
was  between  77.2  and  51.3  per  cent. 

89.  Fig.  19  shows  graphically  the  decrease  in  the  boiler 
efficiency  with  the  increase  in  the  evaporation  rate.  Likewise 
it  is  shown  in  Fig.  20  that  the  boiler  efficiency  decreased  with  the 
increase  in  the  rate  of  combustion. 

90.  The  comparison  of  the  boiler  efficiencies  (Fig.  21)  of  the 
superheated  steam  locomotive  and  the  saturated  steam  locomo- 
tive is  made  under  practically  the  same  conditions,  using  the 
same  fuel.  It  is  shown  that  the  saturated  steam  locomotive  has  a 
little  greater  boiler  efficiency  due  to  its  greater  water  heating 
surface. 

Steam  Passages. 

91.  The  areas  of  the  steam  passages  in  square  inches  from 
the  boiler  to  the  exhaust  nozzle  at  restricted  points  are  shown 
graphically  in  Fig.  22.  The  areas  are  shown  by  solid  black  lines. 
The  corresponding  pressures  in  pounds  (gage)  are  shown  by  the 
open  spaces,  while  the  velocities  are  indicated  in  feet  per  minute 
by  the  cross-hatched  spaces. 

92.  This  P'ig,  22  is  interesting  for  it  clearly  presents  the  action 
of  the  steam  in  its  passage  from  boiler  to  stack.  The  superheater 
offers  a considerable  resistance  to  the  ffovtr  of  the  steam  and  the 
resultant  effect  on  its  velocity  and  pressure  caused  by  this  restric- 
tion may  be  seen. 

93.  The  average  boiler  pressure  at  this  time  was  196  pounds. 
The  duration  of  the  test  was  one  hour.  The  pressure  at  the  super- 
heater return  bend  or  at  the  center  of  its  length  was  187  pounds. 


46 


M.  P.  470-A  8x10H 

aei  4-2»-12 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

Tvoe  4 4,,?  Philadelphia.  Baltimore  & Washington  Railroad  Companv 

TYPE.....!*Trjr».."  Northern  Central  Railway  Company 

CLASS.. Mo  5l0 West  Jersey  & Seashore  Railroad  Company 

rm TEST  DEPARTMENT  Bulletin  No.  

SHEET  NO..P-107P__ 

Teats  of  a Claae  JSed  Locomotive^  Altoona,  pm  11"1^1915 


BOILESl  POWER 


Teat 

Teat 

Dura- 

1 

• 

> 

1 

p,  Potmdo 

Boiler  Horae  Power 

Efficiencj 

No. 

tion 

Per  aq.ft. 

Por  sq.ft. 

Por  sq.ft. 

Por  aq.ft. 

Deaigna- 

of 

of  Grate 

of  Eoatlng 

of 

of 

of 

Tost 

Stir  face 

Surfaco 

Heating 

Grate 

tion 

Ulna, 

Por  Hour 

Por  Hour 

Total 

Surfaco 

Surfaco 

Boiler 

345 

349 

350 

3111 

120-.20-.P 

120 

357.7 

8.23 

568.2 

0.239 

10,39 

77.20 

3112 

120-30-P 

120 

429.4 

9.88 

682.1 

0.286 

12.47 

70,62 

3136 

200-20~P 

120 

469.0 

10.79 

745.0 

0.312 

13.61 

69.76 

3121 

160-30-F 

120 

499.1 

11.48 

792.7 

0.333 

14.49 

73,60 

3117 

240-20-F 

120 

514.1 

11.83 

816,6 

0.342 

14,93 

70.33 

3137 

120-40-.F 

120 

518.2 

11.92 

823.1 

0.346 

15.41 

64.22 

3119 

280-20-F 

90 

568,8 

13.09 

903.4 

0.379 

16.52 

35.85 

3113 

160-3 5«F 

120 

570.0 

13.12 

905.4 

0.380 

16.55 

71.16 

3126 

320-20-P 

60 

612.0 

14.08 

971.9 

0.408 

18.29 

60.40 

3135 

200-35-P 

60 

629.8 

14.49 

1000.4 

0.420 

16 .65 

62.69 

3134 

'200-35-F 

60 

642.3 

14.78 

1020.2 

0.428 

18.89 

52.31 

3115 

20O-35-P 

120 

650.4 

14.97 

1033.1 

0.434 

18,99 

59.26 

3122 

280-30-F 

60 

654.0 

15.05 

1038.7 

0.436 

19.90 

56,53 

3142 

360-25-P 

30 

685.2 

15.77 

1088.4 

0.457 

19.98 

48.65 

3126 

320-25-P 

60 

688.2 

15.83 

1093.1 

0.459 

20,54 

61,10 

3116 

240-35-P 

90 

707.3 

16.28 

1123.5 

0.472 

20.91 

SO.OO 

3143 

360-.25-P 

30 

720.1 

16.57 

1143.9 

0.480 

20,97 

48.38 

3114 

160-45-F 

90 

722.0 

16.61 

1146.8 

0.483 

21,18 

54.35 

3127 

320-30^P 

60 

729.3 

16.78 

1158.4 

0.486 

21,77 

47.39 

3133 

160-50-P 

60 

749.6 

17.25 

1190.7 

0,499 

21.77 

49.71 

3125 

280-35-F 

60 

775.6 

17.85 

1231.9 

0.517 

22.52 

58.84 

3124 

200-45-F 

90 

807.9 

18.60 

1283.6 

0.539 

23,47 

54,89 

3109 

240-45-P 

60 

842.3 

19.35 

1335.4 

0.561 

24.41 

54,29 

3139 

240-46-P 

60 

842.4 

19.35 

1335,6 

0.561 

24,42 

51,31 

Sheet  No.?*!®?.©. 


Table  IX. 

BOILER  POWER. 

Column  345  shows  the  remarkably  high  figure  of  19.35  pounds  of  water  evaporated  per  square  foot  of  heating 

surface  per  hour. 


47 


M.P.  479  0 8 X I0}4 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

PUILADXLFHIA,  BaLTIVOBI  A WasBIHOTOK  RaIUMAO  COMPAKT 

' ' Nobthsbn  Cxhtkai.  Railwat  Coxpaht 

CLASS  No.  Wbbt  Jxbsxt  A Bxasbobx  Raoboad  Cokfaht 

„ TEST  DEPARTMENT  Bulletin  NO.  H 

SHEET  No. 

Tests  of  a Class  E3sd  Locomotive-  altoona.  Pa  11-1-1913 

llii 

lilt  1;:^  'I'i 

115 

1 

Ii 

1 

Fi 

P^®ll 

tl  -i  fi 

Pi- 

I'M 

iii; 

Lii^iiij  ‘i;- iill  uk] 

hiillilNF 

;;i| 

ijf 

Iffl 

iilijlHM 

lii: 

14 

rj 

wli 

M 

Pr 

IM 

tif  I lilt.  HF . fjl 

M 

jiji ' lijiii 

sjki 

j j;j 

iprti 

if 

m 

ii 

1 

4iil 

-|  Fiji  ! 

liii 

“1 

iii® 

tiiMi 

>PfSrt 

TtTT 

il 

j+TT 

- 

wiil 

1^ 

11 

If 

Ii 

I 

llii 

1 j ji  B ;}!  ;*!  1^1-  \ Wffl!  j ' i f ffil  IF  i|' 

mmm 

||l{  fill 

m 

M 

V ■>  f-  m 

lli 

iSaWiilil 

pfcf  tH 

s 

i( 

II 

Ii 

lllr 

:g 

Ml,:  14 
Bil'P 

iti 

f— 

ill 

[11 

ml 

ml 

pi 

: gj 

44 

FF 

I'j  1 life’  i|:i  iljlijf' 

|tB  jjl 

Bi 

[fp- 

l| 

M 

liii 

m4 

F' 

llj  l:  fl 

i|]!' 

in 

gi 

iti 

1 

s 

Jplf 

Hiii 

m 

Pi'- 

I 

ilii 

W 

tii  !i:‘  !!'(■  !](■  U il'l  -'ffiJF  -rlljJ'JJT 

|J||-  H i t FM + F4  llii  ■ mm 
.! lijji : j j i.L|i 

iili} 

Isl 

s 

m 

m 

f 1 

s 

R J T 

gill 

ft' 

w 

fill  l|i  ■ 

1 

1 

rf  I® 

iipS 

p 

ml 

ill  4 

i'l 

i 

l]l 

lii 

pIIp 

:|||||ji.'  jUi 

fjp 

I 

p'l 

p|: 

1 

jllj  Blji 

lH 

H 

mm 

Iq]|!  -rlE-:  1^ 

ill 

|ii 

1 

|j 

I 

u 

11 

I 

lii 

1 

1 

1 

tlirtlgT' 

m 

iji 

ii 

J 

Biap 

m 

1 

IF  1;^ 

;|;M  ffl 

If 

ifT 

Ii 

ffi 

iliiir 

i'ljjli 

Bin 

B| 

1 

If 

i 

llpl 

nil 

1 

ill 

j 

lii 

S|i|| 

ilffl  1 

m 

1 

Pi 

:|||| 

1 

III 

i 

1 

ffi 

If  tf 

ii  IF 

sliii 

i 

Ifjll® 

I 

f 

til 

pPi 

1 

:ip 

Ii 

■i 

Ih-F 

|.  jit!  _ijij  fil|pl  I 

■i  til  411 

i 

ylri 

iHiP 

111 

■ 

II 

^ 1 

|ll|||; 

III 

1 

11 

1 

mtii 

P 

H 

lii 

|w 

f 

% 

Fir 

i 

liiit 

III 

1 

11 

ii 

IFP 

iji  !,ii  Krj 

-ll  ■!!!  I'i 

lllll 

TTT 

Ulil 

liii 

It 

i 

Ti 

1 P P 

iim 

M 

■T 

■rni 

Bill 

1 [i  f-' lipj  {If  M l[l|  ^ 1 F : 1 ^ 

J 

t|lTMp|p 

s 

m 

il 

TF  imlB 

If 

lltp 

i 

iiili 

IfS  jlj 

ii 

% 

llii 

iiiii 

1 

iiw 

TT 

fei 

i 

llii 

■li'Miilliiiliy 

iiiii 

i 

1 

|ITTi 

liljiHfgii 

iiS 

trUiin  ifpg 

iliiilitt 

1 

m 

Fig.  19. 

EFFICIENCY  OF  BOILER  AND  EVAPORATION  PER  HOUR. 


48 


LOCOMOTIVE 

TYPE_..4r4?^?.-. 

CLASS.-^.?.4. 


Pennsylvania  Railroad  Company 

PHXLAIIBLFHU,  BALTIMOn  A WABBIXSTOa  BaILBOAD  CoaPABT 
NOBTatBB  CBUTBAI.  RAI1.WAT  COVAXT 
NO...y.4.9. WMT  JnUT  A SlAIHOU  lUlUKtAO  COXPA«T 


SHEET  No 

_!l?o.ttft...Ql.A-ClaEa..  ES.«d.  Lflocmot  lYa» 


Fig.  20. 

EFFICIENCY  OF  BOILER  AND  RATE  OF  COMBUSTION. 

Throughout  a range  of  combustion  from  30  to  110  pounds  per  square  foot  of  grate,  the  efficiency  ranges  from 

77  down  to  47  per  cent. 


49 


PENNSYLVANIA  RAILROAD  COMPANY 


Bulletin  No. 


P-1073. 


..TeAte.....Qf...i&....Cla)aA..E3Ad..LouanuQtJLTe. 


Fig.  21. 

EFFICIENCY  OF  BOILER  AND  EVAPORATION  PER  SQUARE  FOOT  OF  GRATE. 

The  grates  of  these  two  boilers  are  alike;  the  saturated  steam  boiler  shows  a slightly  better  performance 

than  the  superheater  boiler. 


50 


•I.  P.  47*C 


LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYIMC  PmtLMVMtrRiA,  Baltuobb  * Wu'iiKCTOB  Baiuwas  Comtabt 

Mobt*ebii  CawraBL  RAn.VAT  Cokpaht 

CLJkSS.....^.!!A No. 3?.X6L  W»»t  Jmwwt  Jk  SaAtHon  Raojwao  Cokpavt 

test  department  Bulletin  No.„..  11 

•HEKT  NO 

.fB«l!».J0X....«...ClB».ft..JS3*A..Loa<MBO.tL^  


Altoona,  PA...llrS»M13 


Fig.  22. 

AREA  OF  STEAM  PASSAGES. 

On  this  diagram  are  shown  the  steam  passage  areas  between  the  throttle  and  exhaust  nozzle,  with  the  pressure 

and  steam  velocity. 


51 


The  final  pressure  in  the  branch  pipe  was  176  pounds.  The  total 
drop  in  pressure  was  20  pounds  or  approximately  10  per  cent. 
In  the  case  of  the  E6s  locomotive  No.  89  with  maximum  evapo- 
ration, the  drop  was  6 per  cent. 

Superheat. 

94.  The  range  of  superheat  extended  from  118  to  254  degrees 
Fahr.  during  the  tests.  This  latter  degree  of  superheat  at  the 
maximum  rate  of  evaporation  is  approximately  8 per  cent,  greater 
than  obtained  from  the  E6s  locomotive  No.  89,  Namely:  234 
degrees  Fahr.  The  amount  of  heat  transferred  across  the  super- 
heating surfaces  of  the  E6s  boiler  v/as  approximately  82,317  B.t.u. 
per  minute  under  maximum  conditions,  while  across  the  super- 
heating surfaces  of  the  E3sd  boiler  was  transferred  80,482  B.t.u. 
per  minute.  The  amounts  of  heat  transferred  across  one  square  foot 
of  superheating  surface  of  the  E6s  and  E3sd  boilers  were  120  and 
143  B.t.u.  per  minute,  respectively,  or  approximately  19.5  per 
cent,  more  for  the  E3sd.  This  no  doubt  accounts  for  the  higher 
degree  of  superheat  obtained  by  the  E3sd  locomotive.  The  grate 
areas  were  approximately  the  same  and  the  rate  of  combustion 
per  square  foot  of  grate  for  the  E6s  locomotive  at  the  maximum  rate 
of  evaporation  was  115.52  pounds,  while  that  of  the  E3sd  locomo- 
tive was  109.27  and  the  increased  wire  drawing  apparent  from 
the  drop  in  pressure  due  either  to  the  length  or  restricted  area 
through  the  tubes  accounting  for  the  higher  possible  transfer 
rate. 


95.  The  ratio  of  the  equivalent  evaporation  per  square  foot  of 
heating  surface  in  the  superheater  to  that  in  the  boiler  ranged 
from  0.195  to  0.364,  Table  VIII.  This  is  somewhat  less  than 
that  for  the  E6s  locomotive. 


Boiler  Tube  Temperatures. 

96r  A long  thermo-couple  was  used  to  take  the  tetnperature 
readings  in  the  superheater  flue  and  the  boiler  tube.  These 
readings  were  taken  at  one  foot  intervals,  the  entire  length  of 
the  flue  and  tube.  (See  also  Bulletin  No.  21,  Par.  61.) 


62 


97.  The  temperature  readings  are  shown  graphically  in 
Figs.  23  to  28  inclusive,  with  respect  to  the  length  of  the  flue  or 
tube,  which  is  drawn  to  scale  below  the  temperature  curve. 

98.  The  temperatures  obtained  indicate  that  the  gases 
entering  the  tubes  have  a lower  temperature  than  the  tempera- 
ture at  the  center  of  the  firebox  as  measured  by  a pyrometer. 
During  these  tests  for  which  the  temperature  curves  are  plotted, 
the  range  of  temperature  in  the  firebox  was  from  1962  to  2322 
degrees  Fahr.  The  temperature  of  the  gases  entering  the  tubes 
varied  from  1660  to  2000  degrees  Fahr.  or  about  7 per  cent.  less. 

99.  It  is  further  seen  that  a large  part  of  the  heat  of  the  gases 
was  absorbed  by  the  tube  before  they  had  passed  through  half 
the  length  of  the  tube.  After  the  first  6 feet,  the  drop  in  temper- 
ature in  the  tubes  was  more  gradual,  resulting  in  a similar  slower 
transfer  rate,  and  at  the  smokebox  end  the  heat  in  the  gases  had 
fallen  to  a temperature  ranging  from  730  to  820  degrees  Fahr. 

100.  Further,  it  is  observed  at  low  rates  of  combustion 
ranging  from  2452  to  3000  pounds  of  coal  per  hour  the  tempera- 
tures in  boiler  tube  and  superheater  flue  were  nearly  equal,  while 
at  higher  rates  of  combustion,  the  temperature  in  the  boiler  was 
somewhat  higher  than  that  in  the  superheater  flue  for  the  first 
three  feet;  beyond  this  point  the  temperature  of  the  tube  drops 
approximately  90  degrees  below  that  of  the  superheater  flue. 
An  exception  to  this  is  shown  in  Fig.  27,  where  the  superheater 
flue  shows  a higher  temperature  throughout  its  length  than  the 
boiler  tube.  The  rate  of  combustion  during  this  test  was  5616 
pounds  of  coal  per  hour,  the  draft  was  8.6  inches  of  water.  The 
difference  in  temperature  in  this  case  was  approximately  100 
degrees  Fahr. 


101.  In  view  of  the  fact  that  the  E3sd  and  E6s  locomotive 
boiler  tubes  are  of  the  same  diameters  and  that  the  E3sd  boiler 
tubes  are  15  inches  longer  than  those  in  the  E6s  boiler,  it  may 
be  of  interest  to  ascertain  the  greater  absorbing  capacity  of  the 
longer  tube. 


53 


M.  P.  479  C ( z ItM 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPE  ■<  4,  iig  PHllgPZLPHlA,  BAI.TniOBZ  & WzsBlHeTOH  lUlLBOAP  ColtPAMT 

NoBTBZSX  CBBTBAI.  lUn-YAT  C'OKPAMT 

CLASS  No.-J»HLflL_  WBiT  JZBOBT  A SzAZHoaa  Baiuioad  ColffABT 

T,  test  DEPARTMENT  BallStilNO. 11  _ 

SHEET  No.__£;rAyjL.?. 

Tj»tEjCLLAJSla8a..IgBdJL^  . Altoona.  Pa  11-1-ISJ8 

I 

5 

1 

M 

1 

1 

M 

M 

M 

M 

1 

S 

iltr 

iiiii 

IsiElfiBl 

siii 

liiiiiiBiEBBlrhEEEB 

ilHlHnil 

|i||:ji|jB.::i 

||b|bsbb|||be 

;g 

rSS 

P 

iiiii 

jSgatraeai 

llsHHlilrBilHHHHf 

IlliHl 

iHirHIHBil 

EBEBt 

BBEB 

g 

HiiiHiiiHljyi 

;g 

k 

i 

lili 

IHi 

BBS 

1 

ebH 

pi 

illfilplll 

INEEIisi 

■ 

Tt 

gian 

;| 

11 

e!:: 

P? 

B 

:ui 

r»;:i 

i 

::u 

IIII 

is;: 

Hi! 

iBsi 

1 

iii  i 

EjB 

IHI 

iiii 

Iii: 

BBS 

1 

sebe 

Ip 

HIISe 

.111 

i 

iiiiiffliK;! 

RsBilBii 

®n?s«Br 

ill 

iii  i Pi: 

ESEBEyEEEBU 

<’BBklr;B|Btii 

liillii 

BEEBB 

S 

iHI%r 

ss:?s.» 

iHi!:i 

i 

I 

la 

I 

1 

is 

1 ii::  iBEuiHEI 

1 

IhckIIh 

1 

l^ss 

SS33: 

SB  J 

IEr 

B 

IHH 

HjilHHI 

lili  Bii“irioitryi^:-i 

liri’iiiii 

'iiiBr:;Bi» 

'bbeT 

M 

illlliilii 

lillllilii 

5iHnRgff:;:3n;[ 

liiiaipli 

»i|j[|||||||||||p:|  i-Hlfl 

iiiiiiii 

1 

5:; 

b:: 

1 

HIP 

iiii: 

BBS 

iiicl 

IHi 

Eiii 

111 

iP. 

lie 

ii 

1 

III 

111 

jBisysa 

IHhIIi 

EEBEESBE 

P 

!bb 

m 

EBB 

lljHI-i 

Si 

E'-ESr.B^isE'.B 

?ii?:-B!«:ii' 

IIII 

.BEE’.: 

"b:«- 

II 

HHfHHHHi 

ViVs  BE-iHi 

if 

+«HH 

:Be:y:!  rxr:::  yi::::: 

:::: 

H B 

SEBrBBKK 

illiilUHIIilji:!  IIp  hiihI! 

iiii] 

eH 

11 

1 

«H| 

IHHHiii 

HU 

IHHJh!5HiyiSSB 

BiiiiiBiBBRE 

EBEBBSSaaBB^E 

If 

i 

i 

llillljl 

Hili 

il::::::: :«»::» ti:' :::::::: 

giHUHl :i: 

:::: 

i 

1 

Ii 

1 

111 

11 

no 

ill 

11 

1 

eeeeseeb: 

iiirP:: 

HPflHP 

liH 

»•:! 

11 

iii^i^ 

giigMpI 

Mi 

B 

1 

s 

ilii 

11 

ii 

IHi! 

1 

■ 

Pll 

iCii 

irn 

UPlllli 

If! 

11  11 

llinl 

11  Sg 

1 

1 

1 

i 

IfHiiyi! 

iiiKiLlil 

iiiii 

iilij 

"i 

Ii 

1 

iiiii 

iii! 

iiii 

:::: 

iiii' 

iii! 

:i:i 

ill 

Hi 

m 

p 

niiiailliasp 

!SBa.BESESnSBSSSS; 

iiiiii*iiiiEBiiiBiii 

Hi 

BE 

Bi 

miiiiliiel! 

nilgais 

liE 

M 

:: 

bbI 

iiii 

iiii 

'HIP 

Iii!; 

111 

|iBiiii»t:ii|iE!s.iP 

eSIebIHeeII  ilHlili:iEl::B  IlHi:: 

HmaSSHilT 

g 

I: 

:e;:: 

seee[ 

•EE 

ii 

iiiii 

iiiii 

Iii: 

iiH 

SSB* 

Hi 

IIII 

HiHiHiiHB!Hi.!HE? 

ipto-aasg 

gsi-ip 

H 

sMS 

1 

11 

Ml 

IIIII 

IHI 

iiii 

see: 

Ilil 

II H 

IHilHIlHHIHH  iiii 

iiiism  11 

gillli 

i-lil 

m 

» 

n 

iiimiiuiiiiiiiP 

ii 

11 

SSk*. 

•iii: 

II 

ill 

1 

sil:: 

iiii 

III 

see: 

i 

IIII  IHH 

::  ss 

M 

BEBEBBBBEffi*::::: 

BiRiiiiiiiiiiiis  .iiii 

iiniiHiiiiniii 

iggl~aigLilg 

iiiiHiiiiii  iiiiiiiBiliiiiir  Hilii; 

HlliilllHiHli 

iiiiisibpili 

IIH 

HjH. 

II 

III 

ilpHwj 

«X»ain« 

h 

I 

ij 

i 

m:: 

!■«:; 

lili 

il 

1 1 

I : 

i :i 

iO 

i K 

lji 

Pi 

1 

III! 

[ 

Ills 

I 

0 

ii  i 

:ii 

iii 

In 

PI 

y 

|HI 

iiii 

iiis 

iilHlilH 

liHilHP 

hihIIH 

iHi|iiii! 

iiii 

Hi 

i*:! 

:*si 

liliiiiil!Bl!l 

all 

1 

i 

: SEES:::: 
E Bi'SEB 

hII 

iBiisBiBiylir  iiiiiiiiRii 
sliiiiiiiiBi  is:  Biiiiiiiii; 

!»!:::!•«»  i PiiiRii 

11 

j| 

iiaip 

Hi 

If 

■Fi-iiUiU-Rr  :E 



3i 

::: 

I ii 

\\  [j 

IIeP 

P 

1 

EEBE 

isi 

Hr 

jiii 

i 

Hiiii|iil 

a»!!l 

y 

IIII 

g 

IB 

4!iBE: 

..BEBES. 

s ebb: 

rKifii 

saaiiig 

m 

fife 

1 

ill 

lili 

nil 

Ifei 

1^1 

:Hj|lpliiiil  iliiiliiii 

m 

M 

i 

if 

1 

i^iliiniiii 

III 

1 

jl#  p 1 1 p Ti-'  r f 

i! 

dll 

ffli 

.1 

11 

IS 

Hffl 

Hir 

iLii 

IIIHIHilP 

1 

T - f 

i 

p S; 

mmm 

1 

-y-pyiilhll  lliili 

lili 

iiiii 

iiiB 

EBE 

11 

IHi 

HIHIIH 

iii 

S ri 

|glHllii!ll! 

I 

1 

^Tp 

H 

1 

Hi  lIHlIiHiilFli 

Jiii 

::::: 

::::: 

iiii 

iiii! 

HIF 

iiii 

BSEEBEL 

iiiiiE'i:? 

iii 

1: 

pir-T-ii 

B 

P f- 

ilililiyRl 

i 

ihftHlliillil  11 

iii: 

Hili 

I 

Hill 

:::: 

iii? 

iiii 

BESC 

CIEEEiEEE 

1 

Pa 

f; 

1 

} j 1 j 1 1 jJllpi-kpA,;  I 

I: 

It 

ibk::  r::;.: 

pilliiiil 

::tsu 

:::::: 

ii!l 

iii! 

s»s 

1 

II  HUa  111 

!f  fi!  1 1 * -‘r,***( : ' 1 ‘ 

I 

1 

iiiu 

i 

EEi: 

SHE 

11 

yui 

SHS! 

1 

Hi? 

HLh 

ii 

mish 

58B99IK8! 

II 

: :: 

EKB 

1 

pip 

m 

S 

::::::::: 

illiiiilillll 

liliP 

s::: 

1 

1 

IHsllillpliniillii  llOiyH:! 

::::::::::: 

p 

iiiii 

iliiE 

s;r 

BSE 

1 

I 

i 

i 

1 

+r! 

M+jiU 

jW 

lllliliilltniiiniii  iHllliilii 

:::: 

iSEES 

‘EEEIS 

1 

Hi 

HFl 

in 

iiiiiiiiliil: 

1 

1 

KSi 

'.[ii 

n|! 

eIIIII 

illifi 

Ii 

1 

E:1' 

tSEEB 

prii 

i 

1 

1 

1 

1 

i 

i 

iiiii 

s 

ii 

ii 

I 

Fig.  23. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 
Temperatures  for  a rate  of  coal  burning  of  2400  pounds  per  hour. 


54 


Fig.  24. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 
Temperatures  for  a rate  of  coal  burning  of  2900  pounds  per  hour. 


55 


M.  P.  479C 

LOCOMOTIVE;  PEI4NSYLVANIA  RAILROAD  COMPANY 

TVPE  ^ II  'll  1^  Pim.4DXI.FHIA,  Baltihobx  & Wasbdistoh  Railhoas  Compaxt 

TYPE NOBTHKBX  CxXTRAI,  BaILVAT  (JoMTAMr 

CLASS  No..m1.0 WxsT  JXBSBT  A SXASHOBX  Bahhoao  Cohpaht 

TEST  DEPARTMENT 

SHEET  No. 

a X loH 

10-w-n 

Ballet  in  No. 

. Altoona,  Pa.I-I-I^WW 

li| 

11 

i| 

I 

il 

I 

p 

fjWff 

■ 

■ 

B 

1 

1 

IN 

lif  ilq  f ip  ® 

t-fp] 

mi 

ffl 

W4 

lEE^E-aE 

ffl 

i 

w 

Bill 

m 

m 

1 

1 

1 

1 

HHil 

M 

IB 

aa  aa 

111 

ipiEfls! 

i 

i 

1 

p-fi 

liS 

:E» 

li;| 

:t± 

[Hil 

WA 

■«5  ‘4 

aa:- 

*ja»::s::as”S| 

IllalHl 

ki  -ff  j-j 

Ip? 

IS!!! 

S3i! 

IHI 

1 

& 

i-r  x 

1 

1 

pli 

¥#1 

^jEa"! 

Dll 

3i”; 

[fin  III 

llililiii 

^ggarEE 

IS 

iijiiiisfi 

aigg^iaE 

Iliil 

g:avi.:av 

(v-'EitS 

gs'.-fr*. 

mi 

ilH 

iips 

ill' 

ill 

'I'll 

il 

ala: 

515? 

aaa: 

aM": 

ill 

il’ 

ia’ 

?:E 

jjp^jSK 

Hii 

Fijn-iiS 

HH'l 

p.'ii 

i-ill 

illK4!2 

1^:1  ii 

iZl 

IfSI 

!l  si 

1 

W: 

i;;: 

:gq:  j 

ill 

g: 

i 

1 

H 

1 

:is  0,',: 

SEHaSSi’ 

Bll 

Hi 

11 

i!“5 

SacosM 

m 

m 

11. 

^E^JS 

"m 

;» 

■ ■K  • 

:?r- 

li 

il 

’i'f’r,  isr;.T: 

iliiifS!';;! 

(iliil 

aaaa 

Si\ 

U 

E» 

il 

1 

1 

1 

1 

H 

iiih 

1;: 

1 

1 

1 

■ 

ill 

i||H® 

lillia 

ll‘p‘"‘iE 

ii^Kni 

SMa’SBS 

iii 

afiEi 

Ifllf 

1 

il 

1 

i!SE 

ill 

i] 

ll 

ill 

llliii 

il 

i 

ffl 

ffl 

If  iffi! 

IliiHli 

lllif 

1 

1 

1 

ilill! 

Hi 

ill 

ill. 

icaiasK 

illHIl 

aaggaa 

^ M 

iii 

[flhuEE! 

11 

1 

lilfl 

iiHl 

iilli 

1 

j 

ill ! 

iimii 

Ijpjll 

m 

1 

ISEES  jsEi 

aEESEESE’ 

isl; 

SEEESSESE 

EIEEEIE 

mui! 

iiilai 

EfinsEnE 

lion 

IlH 

II 

1 

* 

-IIee  IIIee 

iiiir 

iiii! 

li 

i§ 

i§ 

iSjaaiEaifEa: 

Bill 

SHE 

iiii 

III 

1 

m 

I 

niil 

9::a: 

::: 

uSl 

1 

®®si 

e: 

jgniisi 

1 IIeIIseI 

1 EEE:EEEi 

llllllli 

!!lli 

HEjiial 

IB 

aSaa; 

S:Eaasi 

lEEliji 

lljSSIIi 

fi 

riiii 

Iiii 

■<!  E'JHe 

iHi 

Iii 

is  li 

ggsgaga 

1:1:1:11 

SEeIeE::! 

Illlil! 

ll 

::  aSa 

tliilL 

aa: 

:::: 

EEEEI 

Eiil 

EEEg 

j 

i 

Iii 

11  1 11111 

11  1 I'lil 

Ui  i liiii 

siisi 

Hisiiii 

11 

11111 

EEEEE 

aa::: 

Rlii 

SraE: 

HI 

::: 

EES 

111 

Hi 

SSiA 

aasi 

■nil 

& 

IHlii 

p!9 

ijiilli 

ii 

Bii 

Iii 

li  Sliri  |{|j|l{||||j| 

ill 

i: 

■-ll  i 1 

- 1 - jjjj- 

W- 

Eg 

IIHillll 

g. 

IIHIlii 

ill  eIeeI 

MM 

li 

aEl!alaaa^ 

11 

■Eli 

m 

If  jiff  IIP 

m 

ill 

p 

g: 

pi 

min 

iililEl 

a;:a;: 

iHii! 

i 11 

w 

I 

SUffl 

ffl 

i 

^fflj  ffl 

II  jtijtjlitlillllp 

hRT 

jM 

w 

m: 

"•SS 

E eeeeIeee 

ESEEEEE 

;a  :aaa 

EEE^ESEEE 

-iiilffl 

•jj  H 

fi; 

iptifip 

H m jsM  mlllmini  Tptfflr 

W 

iS 

ri’ 

Ti|^ 

301 

lE|l|iElj| 

illjllE 

[g  llljj 

■ • t fri'  ■ 

Wm 

1 

' pgi  jg 

p; 

ffl  |j  Tip 

fe 

i; 

PS 

IEE.»iEEEE 

lUEEEEEE! 

ESESEE!!!! 

Ifi: 

-r+r-m 

•ii:  -fil 

I: 

■ffl  iff 

ffl 

llfflfi 

te' 

ugE:;:;; 

ra;:mi 

ffl+fffl-TF 

± -F 

IllliliilttIUlii  llllli 

ilHi 

W-: 

8 

:h: 

* 

I 

1 

1 

pilfgi 

IRili^ 

slllsiji 

EEEilE;! 

nil 

nil 

M 

ll 

1 

HI 

1 

1 

mi 

Hp 

-M 

Nllll 

ill 

mpffl 

• c l-cT 

I lf  jig 

v\ 

:f  SIS 

ffl 

ji 

ffiln  ■ ffl 

■■11 

Hi 

I 

i: 

Oip 

1 

1 

m 

K!!s 

::8:: 

iHI 

!B 

niiHili 

8Sa:88888l 

11 

cEEEEISEi 

ii:.'/.>ai. 

a:::gE:S 

ll 

id 

Is 

SSI3 

' t - ■ 

ffl 

m 

i 

I 

li 

T 

i] 

11 

I 

tip 

Bi 

tp 

;g 

isL 

eIseeIm 

Ie[II!IeI 

M P: 

P 

ffl  if.  I p 

ffl 

Ilf 

iff 

'1 

ii||l|K 

|Bi 

1 

II 

H 

1 

1 

I 

11 

illiHI 

II 

r®' 

mM 

1 

|n| 

1 

i 

m 

ffl|| 

1 

1 

B 

fi 

1 

1 

!f!r 

ffl 

3||5»9!P 

ill 

B 

m 

1 

M 

1 

ffl 

1 

Fig.  25. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 
Temperatures  for  a rate  of  coal  burning  of  4100  pound.s  per  hour. 


56 


Bl.  P.  479  C t I 19M 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

Pbiladsuvia,  B^tikobb  ft  Wasbdiotob  R^ILBOAD  COKTAT' 

K— ..anniCTfc...  Nobthbbw  Cbbtbal  Raclwat  Cobfabt 

CLASS  ...JStfJUft NO.-.m18._.  Wb»t  Jbbwt  ft  Bbabhobb  BAnJu>AD  Comtart 

0.1^90  TEST  DEPARTMENT  BOllStlll  NO. 

SHEET  No 

Testa  of  a Class  E3sd  Lno^notiya.  AiTv%r>MA  Pa  11-1-1913 



-i-  -i;  iyiS" 

h-;:  iJj  j|i  i-;:: 

i|  ;;;  i: h. 

'!!  ill  ;r  f: 

In h-:H|#|i||||  1 

Fig.  26. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 
Temperatures  for  a rate  of  coal  burning  of  4900  pounds  per  hour. 


57 


LOCOMOTIVE: 
typeJMWS 

CLASS  B5 9.4 NO.-318.. 

SHEET  No. J^IQ.79 

l0B.tja  ..Qf  ..a  Class  £3ftd  IiOO.<xo0.1;iT^ 


M.  P.  47ec 

Pennsylvania  Railroad  Company 

Pnii.ADEi.PHLt,  BAi.TinoBS  & WteBDioTOH  Bailboah  COnPAHT 
Nobtbsbb  Cbetbal  Railway  Cohpakt 
_ West  Jebset  & Rbaebobe  Railboas  Coxpaet 

TEST  DEPARTMENT 


Bullet  In  No..  11 
Altoona,  Pa .11t“.1“1?1^ 


Fig.  27. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 
Temperatures  for  a rate  of  coal  burning  of  5600  pounds  per  hour. 


58 


LOCOMOTIVE; 

TYPE..4?r4r?i2. 

CLASS  JBZbA No.  31.8 


M.  P.  <!9  c 

Pennsylvania  railroad  Company 

PltIl.ADlILPBlA,  BALTiaORE  A Wabbimqtor  Rbilsoad  Comtant 
Nobtbsbh  Ccktrai.  Railwat  Cokpakt 
WbaT  Jihbbt  & Sbaohobk  Railroad  Compart 


TEST  DEPARTMENT 


Bulletin  No. 


SHEET  No Pr?10.6Q. 

T«i.t.e..O,f  .ft..Cl»*8  Altoona. 


Fig.  28. 

TEMPERATURES  IN  THE  SUPERHEATER  FLUE  AND  BOILER  TUBE. 
Temperatures  for  a rate  of  coal  burning  of  5700  pounds  per  hour. 


59 


102.  The  temperatures  in  the  following  table  were  obtained 
from  the  boiler  tube  temperature  diagrams.  These  are  shown 
in  Figs.  23  to  28  inclusive  in  this  Bulletin  and  Figs.  32  to  36  in 
Bulletin  No.  21. 

103.  Table  of  temperature  changes  in  tubes  in  an  E6s  and 
E3sd  locomotive. 


Test 

No. 

Draft 
Inches 
of  Water 

Pounds  of 
Water 
Evaporated 
Per  Hour 

Coal  Fired, 
Pounds 

Per  Hour 

Temperature 
Drop  Between 
Firebox  and 
Smokebox 

Difference  in 
Temperature 
Drop  Between 
the  Two 
Boilers. 

ESsd 

E6s 

E3sd 

E6s 

ESsd 

Ebs 

E3sd 

E6s 

ESsd 

E6s 

3136 

2818 

2.9 

2.1 

19316 

19008 

2452 

2170 

1000 

800 

200 

3137 

2819 

4.3 

3.0 

21370 

25667 

2900 

3092 

1020 

750 

270 

3128 

2815 

6.7 

5.1 

28079 

31825 

4108 

4580 

1180 

860 

320 

3125 

8.2 

31638 

4916 

1000 

3127 

8.6 

29737 

5616 

940 

3109 

2820 

9.8 

6.4 

34737 

38812 

5703 

5888 

1 

1100 

840 

260 

104.  The  average  temperature  change  or  drop  for  the  boiler 
tubes  of  the  E3sd  locomotive  was  1040  degrees  Fahr.,  while 
through  the  tubes  of  the  E6s  locomotive  the  drop  was  813  degrees 
Fahr.,  thus,  the  difference  in  the  temperature  drop  in  the  boiler 
tubes  of  the  two  locomotives  which  differ  in  length  and  arrange- 
ment is  227.5  degrees  in  favor  of  the  longer  E3sd  locomotive  boiler 
tube.  It  must  be  borne  in  mind,  however,  that  the  ratios  of  fire- 
tube  surface  to  firebox  heating  surface  are  not  the  same  in  the 
two  cases,  the  E6s  locomotive,  due  to  its  combustion  chamber, 
has  a proportionally  larger  firebox  heating  surface  than  the  E3sd, 
which  could  account  for  at  least  some  of  this  difference. 

105.  The  following  table  is  arranged  and  presented  to  show 
what  takes  place  in  the  tubes  of  the  E3sd  and  E6s  locomotive 
boilers  when  the  rate  of  combustion  ranges  from  approximately 
2000  to  5800  pounds  of  coal  per  hour. 

106.  The  E3sd  tube  is  179.71  inches  or  9.4  per  cent,  longer 
than  the  E6s  tube  which  is  164.31  inches  long. 


Temperature  Drop  per  Inch  of  Tube  Length  by  Twenty- 
Inch  Increments.  E3sd  and  E6s  Boilers. 


Coal  Rate 


Inches  of  Tube  Length  from 
Firebox  Toward  Smokebox 

2000  to  2500 

3000 

4000  to  4500 

5800 

ESsd 

E63 

E38d 

E68 

E3sd 

E68 

E38d 

E63 

0 to  20 

12 

13 

10 

14 

16 

13 

12 

14 

20  to  40 

8 

8 

8 

7 

11 

8 

9 

8 

40  to  60 

7 

5 

6 

5 

7 

6 

7 

6 

60  to  80 

5 

4 

5 

4 

6 

4 

6 

4 

80  to  100 

5 

3 

5 

2 

5 

4 

5 

3 

100  to  120 

4 

3 

5 

2 

4 

3 

5 

3 

120  to  140 

4 

2 

4 

2 

4 

3 

4 

2 

140  to  160 

3 

2 

4 

1 

3 

3 

4 

2 

160  to  180 

2 

4 

3 

4 

Draft  in  inches  of  water. 

2.9 

2.1 

4.3 

3.0 

6.7 

5.1 

9.8 

6.4 

107.  While  the  table  does  not  show  the  actual  amount  of 
heat  taken  up  by  the  tube,  it  is  a relative  indication  of  what 
might  be  expected  of  the  length  of  a boiler  tube  and  the  prob- 
able proportion  of  heat  absorbed  by  it,  per  inch  of  length. 

108.  It  is  noticeable  that  the  figures  for  the  E3sd  tube  are 
larger  than  those  for  the  E6s  boiler  tube.  This  is  partly  due  to 
the  probably  lower  velocity  of  the  gases  through  the  longer  tube, 
due  to  the  increased  resistance  offered  by  it.  Further,  in  view 
of  the  fact  that  the  combustion  rates,  as  shown  in  the  table 
above,  are  similar  for  both  the  E3sd  and  E6s  locomotives  and 
that  their  respective  grate  areas  differ  in  area  by  but  0.53  square 
feet,  it  may  reasonably  be  assumed  that  the  volumes  of  gases 
resulting  from  combustion  are  nearly  alike.  Consequently  the 
higher  draft  and  higher  temperature  shown  for  the  E3sd  loco- 
motive are  no  doubt  due  to  the  movement  of  the  gases  through  a 
longer  tube.  Also  it  is  possible  that  the  somewhat  smaller  fire 
tube  area  of  the  E3sd  boiler  is  partly  responsible  for  this  higher 
draft  and  tempera-ture. 


61 


109.  It  seems  true,  from  the  low  figures  representing  the 
E3sd  locomotive  boiler  tube  at  its  extreme  end,  160  to  180  inches, 
that  the  limit  of  tube  length  for  this  locomotive  has  been  reached, 
namely  15  feet.  Should  this  length  be  exceeded  the  benefit  to 
be  derived  would  be  inappreciable  compared  with  the  disad- 
vantage incurred  through  slower  combustion,  for  the  average 
drop  in  temperature  per  inch  of  length  is  but  a little  over  two 
degrees.  At  the  same  time  the  greater  leng'th  would  require  greater 
draft  at  the  expense  of  more  back  pressure  on  the  engines. 

110.  This  subject  has  also  been  discussed  in  Bulletin  21, 
pages  51  to  53  inclusive. 

Heat  Balance. 

111.  The  heat  balance  given  in  Table  X was  calculated  from 
the  smokebox  gas  analysis,  shown  in  Table  VI,  columns  253  to 
256  inclusive.  It  agrees  with  the-  recommended  practice  of  the 
American  Society  of  Mechanical  Engineers. 

112.  The  results  are  shown  graphically  in  Fig.  29.  The 
largest  item  is  the  heat  absorbed  by  the  boiler,  which  shows  a 
gradual  decrease  as  the  rate  of  combustion  increases,  and  which 
at  the  maximum  rate  of  combustion  amounted  to  but  52  per 
cent. 

1 1 3.  The  heat  carried  away  in  the  gases  of  combustion  was 
the  largest  single  loss.  The  temperature  of  these  escaping  gases 
ranged  from  433  to  748  degrees  Fahr. 

1 14.  The  loss  of  heat  due  to  the  presence  of  carbon  mon- 
oxide, a product  of  incomplete  combustion,  is  not  large.  It 
appears  greatest  when  the  combustion  rate  is  above  5000  pounds 
of  coal  per  hour. 

I ! 5.  The  unaccounted  for  losses  are  radiation,  and  the  com- 
bustible hydro-carbon  gases  which  escaped  unburned. 

1 1 6.  The  dotted  line  represents  the  average  boiler  efiiciency 
for  all  of  the  tests,  and  is  similar  to  the  curve  in  Fig.  20. 


62 


M.  P.  470- A 

8 

X10V4 

3C1 

4-28-12 

LOCOMOTIVE: 

PENNSYLVANIA  RAILROAD  COMPANY 

O 

Philadelphia.  Baltimore  8t  Washington  Railroad  Company 

Northern  Central  Railway  Company 

CLASS  No.. 

318 

West  Jersey  & Seashore  Railroad  Company 

11 

SHEiiT  No. 

_M.P81 

vi&n  1 

AM 

Toflta  of  & njma  gSad  T.ncniaftttve.  .... 

Altoona.  Pa-.H-IttISIS 

' 

HEAT  BALANCE 

BASED  ON  DRY  COAL 

Test 

Heat  Loss  Due  to 

No. 

Dry 

Heat 

Evap. 

Steam 

Heat 

Car 

Heat- 

Sparks 

Hadia.< 

Total 

Jalorlfio 

P.nAl 

Absorb 

of 

Formed. 

in 

bon 

ine 

tion 

Value 

ad 

UolB 

by  b\im 

Mois- 

and 

Of  One 

ture 

-in^r 

Dry 

Hon- 

ture 

Drp-acc- 

Pound 

Per 

by 

in 

Hydro- 

in 

ounted 

of  Dry 

Hotxt 

Boiler 

Coal 

eon 

Oases 

oxide 

Air 

For 

Coal 

Pounds 

B.t.u, 

B.t.u. 

B.t.u. 

B.t.u. 

B.t.u. 

B.t.u. 

B.t.u, 

B.t.u. 

B:t.'U. 

B.t.u. 

3136 

2452 

10170 

26.6 

624 

2071 

162 

170.8 

379.1 

977.5 

14581 

14581 

3119 

3219 

9384 

23.2 

627.5 

1868 

527 

130.0 

670.5 

1035.8 

14266 

14266 

3135 

3663 

9141 

26.9 

630.8 

1929 

649.6 

163.9 

729.1 

1310.7 

14581 

14681 

3128 

4108 

8908 

27.0 

653.7 

2051 

304.6 

195.5 

1181.1 

1B80,2 

14681 

14581 

3125 

4916 

8394 

23. S 

638 

2584 

253.7 

157.0 

1426.6 

789.2 

14266 

14266 

3124 

5491 

78.31 

23.6 

637 

1959 

893.2 

179.8 

1569 

1173.4  . 

14266 

14266 

3139 

5977 

7482 

27.3 

640.5 

2260 

385.7 

159.7 

1647 

1978.8 

14581 

14581 

bounds 

?5 

% 

"h 

$ 

$ 

3136 

2452 

69.7 

0.17 

4.29 

14.25 

1.11 

1.17 

2.6 

6.71 

100.00 

ibo 

3119 

3219 

65.7 

0.16 

4.a39 

13.09 

3.68 

0.91 

4.7 

7.38 

100.01 

100 

3135 

3663 

62.7 

0.18 

4.32 

13.22 

4.45 

1.12 

5.0 

8.99 

99.98 

100 

3128 

4108 

61.1 

0.19 

'4.34 

14.1 

2.08 

1.34 

8.1 

6.75 

100.00 

100 

3125 

4916 

58.6 

0.16 

4.47 

18.1 

1.77 

1.10 

10.0 

5.53 

99.7 

100 

3124 

5491 

54.8 

0.17 

4.46 

13.7 

6.25 

1.26 

10.9 

8,46 

100,00 

100 

3139 

5977 

51.3 

0U9 

4.39 

16.4 

2.64 

1.09 

11.3 

113.69 

100.00 

100 

Sheet 

Table  X. 

HEAT  BALANCE  BASED  ON  DRY  COAL. 

This  heat  balance  is  computed  according  to  the  A.S.M.E.  code  for  boiler  tests,  and  includes  representative 
tests  in  which  the  rates  of  firing  range  from  minimum  to  maximum. 


63 


JoH_ 


LOCOMOTIVE : 

TYPE....._4Mb«. 

CLASS.  BSad.. 


No.. 


318 


PENNSYLVANIA  RAILROAD  COMPANY 

Pbilasslfbia.  Baltuiobi  & Wasbihotox  Railboad  Cobbaxt 
Nobtbibx  Cixthai.  Rao-wat  Coxpabt 


SHEET  NO 

..Ts.fii?.9....Q.f..a...Q.l.ai5S.B3^^^^^ 


WUT  JXBSXT  A SXABHOBl  RA1I.BOAD  CoaPAXT 

TEST  DEPARTMENT 


BulletlDNo 11 

Altoona.  Pa.  11~1^1?1? 


Ffg.  29. 

HEAT  BALANCE. 

This  diagram  shows  the  heat  losses  throughout  a range  of  combustion  rates  between  about  2500  and  6000 

pounds  of  coal  fired  per  hour. 


64 


PERFORMANCE  OF  ENGINES. 


General  Conditions. 

117.  The  general  conditions  governing  the  tests  pertaining 
to  the  engines  are  given  in  Table  XI.  The  tests  in  the  Table  are 
arranged  in  groups  according  to  speed  with  each  group  arranged 
in  order  according  to  cut-off.  The  various  speeds  in  r.p.m.  and 
the  nominal  cut-offs  under  which  the  tests  were  run  are  shown 
under  “Test  Designation.”  As  indicated  by  letter  “F”  all  of 
the  tests  were  run  with  a fully  open  throttle. 

118.  Further,  by  referring  to  Table  XI,  one  may  ascertain 
the  duration  of  each  test  in  minutes,  the  speed  in  r.p.m.  and  also 
in  m.p.h.,  the  actual  cut-off  as  measured  from  the  indicator  card, 
the  steam  pressures  in  boiler  and  branch  pipe  and  the  amount  of 
superheat  in  the  branch  pipe  in  degrees  Fahrenheit. 

1 1 9.  Each  speed  was  maintained  as  nearly  uniform  as  possible 
during  a test,  and  was  controlled  wdth  no  appreciable  error.  The 
cut-off  varied  for  a given  position  of  the  reverse  lever  with  the 
speed  (column  272).  The  safety  valves  were  set  at  205  pounds 
and  only  when  the  boiler  was  forced  did  the  pressure  show  any 
appreciable  drop.  The  superheat  in  the  branch  pipe  followed  the 
same  general  rule  that  prevails  with  this  type  of  superheater, 
namely:  the  degree  of  superheat  increased  at  the  same  speed  with 
an  increase  of  cut-off  and  also  increased  at  the  same  cut-off  with 
an  increase  of  speed. 

Superheat  in  Branch  Pipe  and  Exhaust. 

120.  The  superheat  in  the  exhaust  steam  (Fig.  30)  gradually 
increased  as  the  superheat  in  the  steam  passing  through  the 
branch  pipe  increased  from  110  to  210  degrees  Fahr.  At  this 
point  the  rise  in  temperature  was  considerably  more  rapid  up  to 
254  degrees  Fahr.,  the  maximum. 

Superheat  and  Temperature  of  Cylinder  Walls. 

121.  In  order  to  expand  steam  of  205  pounds  (220  absolute) 
down  to  and  release  dry  and  s^turated  at  atmospheric  pressure 


65 


LOCOMOTIVE; 

TYPE....4r4r2 

CL.AssE38d 


.m. 


P-1083 


X.  F.  478-A 

Pennsylvania  Railroad  Company 

PHfLADELPHIA,  BALTIMORE  & WASHINGTON  RAILROAD  COMPANY 

Northern  Central  Railway  Company 
West  Jersey  & Seashore  Railroad  Company 

Biaiotin 


3S1  4-29-12 


TEST  DEPARTMENT 


No. 23.. 


Sheet  No....£... 

Tests  of  s .CXms  .S5.s4...L.QftcnQ.^^ 


Altoona.  PA..l.l-!Lrl913 


manm  test  cohditioms 


Test 

Ho. 

Test 

Des Igna- 

tion 

I>ura- 

tlcn 

of 

Test 

Hina. 

Revolu- 

tions 

per 

illnute 

Speed 

In 

Miles 

Per 

Hour 

Cut-off 

Per  cent 
of 

Stroke 

Stoaza  Pressure 

Superheat 

In  Branch 
Pipe 
Degrees 
Fahr, 

Zn  Boiler 
Pounds  per 
Square 

Inch 

In  Branch 
Pipe  Lb. per 
Square 
Inch 

198 

199 

272 

217 

220 

230 

3111 

120-20-P 

120 

120 

28.01 

18.3 

203.6 

198.2 

113.15 

3112 

120-30-P 

120 

120 

28,01 

25,2 

205.2 

199,2 

138.37 

3137 

120-40-P 

120 

120 

28.01 

34.4 

206.0 

198.0 

192.56 

3121 

leo^o^p 

120 

160 

37.34 

26.4 

205.5 

196,5 

199.39 

3113 

160-36-? 

120 

160 

37.34 

51.6 

205.6 

197.2 

161,69 

3114 

150-45-P 

90 

160 

37,34 

41.1 

205.5 

192.6 

175.07 

3133 

160-50-P 

60 

160 

37.34 

42,8 

203.4 

189.3 

211,67 

3136 

200^20-.P 

120 

200 

46,68 

21.2 

205,8 

198.8 

195.44 

3115 

200-3 5-P 

120 

200 

46.68 

32,7 

205,0 

193,2 

179.26 

3134 

200-3 5-P 

60 

200 

46.68 

31.5 

205,1 

193,0 

218,04 

3135 

200-35-P 

60 

200 

46.68 

31,1 

206.0 

194,7 

227,37 

3124 

200-45-P 

90 

200 

46.68 

41,5 

203,0 

186.0 

232.32 

3117 

240-20-P 

120 

240 

66.02 

32.8 

206.0 

198.6 

208.44 

3116 

240-35-P 

90 

240 

56.02 

33,4 

205.4 

192,7 

213.96 

3109 

240-45- P 

60 

240 

56,02 

42.1 

195.9 

175.6 

193.44 

3139 

240-45- P 

• 60 

240 

56,02 

41.9 

196,4 

178.0 

253.84 

3119 

280-2C-P 

90 

280 

65.36 

26.7 

206,0 

197,4 

221.08 

3122 

280-30-? 

60 

280 

65.35 

31.1 

197.1 

185.4 

227,38 

3126 

280-35-P 

60 

280 

65,35 

34.4 

205.7 

191.1 

226.80 

3126 

320-20-P 

60 

320 

74,69 

21.2 

205.6 

195.1 

207.43 

3128 

320-25-P 

60 

320 

74,69 

25.8 

205,9 

195.0 

221.40 

3127 

320-30-P 

60 

320 

74.69 

30.8 

204,5 

190.8 

226.29 

3142 

360-25-P 

30 

-360 

94.02 

31,2 

196.8 

184.5 

220.83 

3143 

360-25-F 

30 

360 

34.02 

31.6 

205.8 

191.0 

221.47 

Sheet  No... 


P-1083 


Table  XI. 

ENGINE  TEST  CONDITIONS. 

The  speed,  cut-off,  steam  pressure  and  superheat  are  shown  for  each  of  the  tests. 


66 


The  superheat  in  the  exhaust  steam  increases  gradually  until  the  superheat  in  the  branch  pipe  approximates 
210  degrees,  whereupon  the  superheat  in  the  exhaust  rises  more  rapidly. 


67 


would  require  the  steam  originally  to  be  heated  to  between 
430  degrees  and  435  degrees  at  the  least,  this  corresponding  to 
adiabatic  expansion,  but  in  as  much  as  there  is  some  back  pressure, 
a lower  temperature,  say  from  360  degrees  to  400  degrees, 
would  allow  steam  to  exhaust  dry  and  saturated  even  if  release 
did  not  occur  until  the  end  of  the  stroke ; however,  since  the  steam 
is  released  at  50  pounds  (65  absolute)  or  above,  the  amount  of 
superheat  necessary  for  the  exhaust  to  be  dry  and  saturated  is 
lower  still. 

1 22.  The  minimum  average  degrees  of  superheat  found  in  the 
exhaust  was  10.3  and  the  maximum  average  72.2,  corresponding 
respectively  to  steam  in  branch  pipe  as  observed  of  194.1  degrees 
and  236.7  degrees  of  superheat,  showing,  as  does  also  Fig.  30 
following,  that  the  superheat  in  the  exhaust  is  higher,  the  higher 
the  superheat  in  the  branch  pipe  and  that  the  increase  in  exhaust 
superheat  is  more  marked  as  that  in  the  branch  pipe  increases 
above  say  210  degrees.  This  indicates,  from  the  point  of  view 
that  superheat  in  the  exhaust  is  wasteful,  not  that  there  is  no 
advantage  in  a higher  superheat  in  the  branch  pipe  than  180 
degrees  to  210  degrees,  but  that  the  full  value  of  the  superheat  is 
not  being  realized  due  to  the  cut-off  being  longer  than  would  be 
the  case  if  larger  cylinders  could  be  provided. 

123.  In  Bulletin  19  (“Tests  of  a Class  K29  Locomotive,” 
paragraphs  119  and  120  and  Fig.  51  of  that  Bulletin)  some  in- 
formation is  given  relative  to  the  temperature  of  the  cylinder 
walls  compared  with  the  temperature  of  the  steam  in  the  branch 
pipe.  Data  in  this  respect  was  not  taken  from  the  E6s  locomotive 
or  from  the  E6,  but  readings  were  obtained  of  the  temperature 
of  the  front  cylinder  head  of  E3sd  locomotive  No.  318  which 
followed  the  E6s  on  the  plant,  as  information  for  this  Bulletin. 
These  temperatures  from  the  E3sd  locomotive  are  given  in  Table 
XII  and  show  the  drop  in  tempe;ature  of  the  front  cylinder  head 
from  the  instant  of  stopping  the  test  with  the  inside  of  the  cylinder 
exposed  to  the  open  exhaust  passage  through  the  valve,  and  in- 
clude one  test  at  120  revolutions  and  30  per  cent,  cut-off,  another 
test  at  200  revolutions  and  35  per  cent,  cut-off  and  two  tests  at 
240  revolutions,  one  of  which  was  at  40  per  cent.,  the  other  at 
45  per  cent,  cut-off,  thus  giving  a range  of  superheat  in  the  branch 
pipe  from  175  degrees  to  260  degrees. 


68 


M.  P.  479-A  S51 

_ 8x10% 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

-PYP^  4r4:r!2  Pmiladblphia,  Baltimorb  ft  Washinoton  Railroad  Company 

" " iz. « Northern  Central  Railway  Company 

CLASS No West  Jersey  ft  Seashore  Railroad  Company 

“ - p-1086  DEPARTMENT  Bulletin  No 11 

wHEEi  ^O- 

Tests  of  a Class  EBed  Loeomotlve. Altoona.  Pa..  11-1-1913 


DROP  IT,  TUIPERATDEE  OP  CYLINDER  HEAD  (Steam  Surface) 

E3sd  Locomotive  318, 

Test  Number 

3144 

3145 

3147 

j 3146 

Test  Designation, 

120-30-F 

200-35-F 

240-40-F 

j 240-4 5-J 

Pressure  in  Pounds  Per  Square  Inch 

In  boiler. 

205.2 

205.1 

200.0 

192.2 

" branch  pipe. 

198,7 

190.4 

182.3 

174.2 

Uean  forward  pressure. 

97,25 

103.14 

101.61 

97.32 

” baok  " and  compression  pressure, 

8.49 

15.32 

20.46 

20.24 

" effective  pressure. 

88,76 

87,82 

81,15 

77. oe 

Sunerheat.  Dearees  Fahrenheit. 

In  Branch  Pipe, 

1 175.1 

1 228.0 

1 259.7 

1 257.5 

Temperature  of  Steam 

In  branch  pipe  (Superheated  Steam) , Degrees  F, 

562.5 

612.0 

640.3 

634.7 

of  saturated  steam  of  same  pressure. 

387.4 

384.0 

380.6 

377.2 

N n n n »naan  forward  pressure. 

336.1 

340.0 

339,0 

336.2 

" It  » « M back  pressure. 

236.0 

250.4 

259.6 

259.2 

Mean  of  mean  forward  and  mean  back  pressvire. 

286.1 

295.2 

299.3 

297.7  1 

Temperature  of  Front  Cylinder  Head  (Steam  Surface)'  1 

(a)  Aotoal, degrees  F. 

1 394,0 

450,0 

462.0 

466,0 

(b)  Below  that  of  steam  in  brasteh  pipe. 

168,5 

162,0 

178.0 

168.7 

(e)  Above  that  of  saturated  steam  of  same  pressure,  7,4 

62.0 

74.4 

78.4 

(d)  « I*  n H 11  ..  M.E.P.  1 

1 101,3 

88,8 

81.3 

79,5 

Drop  in  Temperature  Right  Front  Cj 

rlinder  Head  (Close  to  Inside  Surface) 

Total  in  15  minutes.  Degrees 

40 

40 

47 

48 

Average  degrees  drop  per  minute. 

2,33 

2.8 

3,15 

3.2 

Drop  in  1st  15  seconds,  , 

— 

1 

1 

1 

M »•  2nd  ♦' 

1 

0 

0 

It  II  3j*d  '» 



0 

1 

2 

It  II  4th  ’* 

— 

0 

1 

0 

Drop  in  one  minute. 

2 

2 

3 

3 

Drop  in  5th  15  seconds. 

— 

2 

1 

1 

" " 6th  '♦  " 

— 

0 

0 

0 

It  It  7tll  It  H 

0 

1 

2 

« '»  8th  " " 

— 

1 

1 

1 

Drop  In  2nd  minute. 

2 

s 

3 

4 

»*  " 2 minutes. 

4 

5 

6 

7 

Average  drop  in  2 minutes, per  minute, 

2 

2.5 

3 

3.5 

Sheet  No.. 

P-1035 

Table  XII. 

DROP  IN  TEMPERATURE  OF  CYLINDER  HEAD  (STEAM  SURFACE). 

This  table  shows  the  temperature  measui^d  at  the  front  cylinder  head  on  the  E3sd  superheated  steam 
locomotive  at  different  speeds  and  cut-offs.  These  temperatures  represent  the  different  working  temperature 
of  the  cylinder  walls. 


69 


124.  The  temperature  of  the  front  cylinder  head  given  in 
the  Table  as  actual,  represents  as  nearly  as  possible,  in  this  case, 
the  maximum  average  working  temperature  of  the  cylinder  walls. 
It  will  be  seen  that  this  temperature  ranged  in  the  four  tests 
from  162  degrees  to  178  degrees  below  the  temperature  of  the 
superheated  steam  in  the  branch  pipe  and  from  7.4  degrees  to 
78.4  degrees  above  the  temperature  of  the  corresponding  satiu-ated 
steam  of  branch  pipe  pressme  and  from  101.3  degrees  to  79.5 
degrees  above  the  temperature  of  saturated  steam  of  the  actual 
mean  effective  pressure  in  the  cylinders  and  from  158  degrees 
to  207  degrees  above  the  temperature  of  satiu'ated  steam  of 
average  back  pressure.  This  seems  to  indicate  the  possibility 
that  a less  superheat  than  162  degrees  would  result  in  a cylinder 
wall  temperature  below  the  average  temperatime  of  saturated 
steam  of  branch  pipe  pressure,  but  that  the  cylinder  wall  tem- 
perature actually  obtained  would  not  prevent  the  steam  being 
superheated  at  any  time  during  the  stroke  or  in  the  exhaust 
passage. 

!25.  The  drop  in  temperatiu-e  within  15  minutes  after  the 
close  of  the  test  amounted  to  from  40  degrees  to  48  degrees  or  from 
2.3  degrees  to  3.2  degrees  per  minute,  at  a fairly  uniform  rate, 
averaging  from  2 degrees  to  3 degrees  for  the  first  minute 
and  from  2 degrees  to  4 degrees  the  second  minute.  Appar- 
ently the  rate  of  drop  for  the  first  few  seconds  was  not  so  rapid 
as  for  the  latter  portion  of  the  test,  possibly  due  to  the  time  lost 
at  the  end  of  the  test  in  adjusting  the  valve  so  that  it  was  open 
to  the  exhaust.  An  opportunity  for  further  investigation  in  this 
direction  will  be  had  in  the  near  future,  which  will  enable  read- 
ings of  the  temperature  at  different  points  in  the  cylinder  walls 
to  be  taken  from  the  same  locomotive  while  using  different  qual- 
ities of  steam  ranging  from  saturated  to  highly  superheated,  which 
should  give  still  further  valuable  information,  particularly  as  to 
the  amount  of  superheat  desirable  and  also  as  to  that  lost  due 
to  cooling  action  of  the  cylinder  walls;  the  indication  here  is  that 
the  rate  of  cooling  is  slow,  but  information  is  lacking  as  to  the 
amount  of  heat  lost  per  stroke  at  any  given  speed,  due  to  drop 
in  skin  temperature  of  the  cylinder  walls,  and  as  to  what  extent 
this  drop  causes  the  drop  of  approximately  170  degrees  in  the 
steam  temperature  from  that  in  the  branch  pipe  to  the  average 


70 


temperature  of  the  cylinder  walls,  rather  than  that  the  latter 
is  due  to  useful  work  done  by  the  steam. 

Superheat  in  Branch  Pipe  and  Indicated  Horse-Power. 

126.  The  degree  of  superheat  in  the  branch  pipe  within  the 
range  of  the  power  output  of  this  locomotive  is  shown  in  Fig.  31. 
The  indicated  horse-power  increased  from  747  to  1959  i.h.p.,  and 
the  range  of  superheat  within  these  limits  is  expressed  by  a 
straight  line,  clearly  indicating  that  the  degree  of  superheat  in 
the  branch  pipe  increased  directly  as  the  power  of  the  locomotive 
increased. 

127.  While  the  indicated  horse- power  and  the  degree  of 
superheat  bear  some  relation  to  each  other,  the  degree  of  super- 
heat is  directly  dependent  on  the  steam  pressure,  superheater 
size,  volume  of  steam  flow  and  the  temperature  of  the  gases 
around  the  superheater  units  as  previously  mentioned  in  Par. 
103,  Bulletin  No.  21. 

Indicator  Diagrams. 

128.  Figs.  32,  33  and  34  show  a number  of  indicator  dia- 
grams that  are  representative  for  this  locomotive.  The  test  num- 
bers, scale  of  pressure,  speed  in  r.p.m.  and  m.p.h.,  nominal  cut- 
off, and  the  indicated  horse-power  are  shown  with  each  diagram. 

129.  Each  card  is  designated  as  taken  on  the  right  or  left 
side  of  the  locomotive  and  whether  head  or  crank  end.  It  wiU 
also  be  observed  that  steam  chest  diagrams  are  given  for  each 
indicator  card  taken  on  the  left  side  of  the  locomotive. 

1 30.  The  same  characteristic  feature  observed  in  steam  chest 
diagrams  taken  from  other  superheater  locomotives  when  running 
at  high  speeds,  namely,  the  variation  in  pressure  at  mid-stroke 
is  likewise  shown  in  these  diagrams  in  Fig.  33.  The  pressure 
reaching  210  pounds  is  higher  than  the  boiler  pressure  attained 
and  recorded  for  these  tests.  As  brought  out  in  Bulletin  No. 
21,  this  unlooked  for  fluctuation  is  probably  due  to  inertia  of  the 
steam  in  the  passages  from  the  boiler  to  the  steam  chest  after 
cut-off. 

131.  It  will  be  observed  (Fig.  32)  that  for  speeds  of  200 
r.p.m.  or  46  m.p.h.  and  less,  this  rise  in  steam  pressure  did  not 
occur.  In  each  of  the  several  steam  chest  diagrams  the  pressure 
line  at  the  end  of  the  stroke  loops  at  a point  which  would 
coincide  with  the  continuation  of  the  true  expansion  line. 


71 


Fig.  31. 

SUPERHEAT  OF  LIVE  STEAM  AND  INDICATED  HORSE-POWER. 

The  regular  increase  in  superheat  with  the  increase  in  the  indicated  horse-power  is  due  to  the  increasing 
combustion  rate,  following  a demand  on  the  boiler  for  a greater  steam  suoply- 


72 


LOCX>MOTIVt: 
TYPE^-^-Z 
CLA88E3&0 1 


PENNSYLVANIA  RAILROAD  COMPANY 

PniJiDXLPHiA,  Baltimore  it  Wassimotom  Railroad  Comtant 
Northern  Central  Kailvat  Company 
O Went  Jrrnsy  it  SEAERomt  KaIUMad  Company 

aouue’rm 


TEST  DEPARTMEN-! 


Sheet  No.  PIOR7 

Ttesxs  oir  A EL3so 


NO  tl 


Altoona.  Pa.. 


Tfesrr 


R.  cuT-orr  “Thuottle: 

ItO  30  ruui.  S»*K.E.o,  M.P.W.  ZB.O^ 


"resT 


R.P.  M.  cuT-orr  * throttwC. 

"SB  foul-  i.H.p.  nS3.S  SPEEO,  m.plh.  3T.3 


-TBS-r  3HS 


Sheet  NO.PIOS7 


Fig.  32. 

TYPICAL  INDICATOR  DIAGRAMS. 

These  diagrams  were  taken  at  speeds  of  28, 37  and  46  miles  per  hour. 


Pennsylvania  Railroad  Company 

PHILAOEiraiA,  BaLTIXORK  A Wa8SDI«T0K  RaILBOAD  COXPAMT 
Nokthekm  Ckhtral  Railway  Comtakt 
Wbst  Jersey  & Bzasbou  Railboad  CoMrAXY 

TEST  DEPARTMENT  ®01 


Fig.  33. 

TYPICAL  INDICATOR  DIAGRAMS. 

These  diagrams  were  taken  at  speeds  of  56.  65  and  75  miles  per  hour. 


74 


LOCOMOT9VE: 

TYPE 

CLASS  E’SSo.r 


Pennsylvania  Railroad  Company 

PHII^DSLPKIA,  BALTIMOBS  a WASHIMOTOH  RaILBOAD  OoMrAHT 
Nobthbrn  Cbhtral  Railway  Comp  amt 
WBST  jKItBBT  A SBAIROBB  RAILBOAD  COMPANY 

TEST  department  GuLA.E.'TIK  NO  I I 


Sheet  No.  R IPS^ 

OM  Ak  CUA&S  L^OMMO-riVCI 


.Altoona.  Pa., 


R.RM. 


Z5 


I.M.R.  IBB3.0 


9*>E:e.O,M.R.H.  &Ar.O 


Sheet  No.RiO&S 


Fig.  34. 

TYPICAL  INDICATOR  DIAGRAM. 

This  diagram  was  taken  at  a speed  of  84  miles  per  hour. 


75 


Indicated  Horse- Power. 

132.  Table  XIII  is  presented  to  show  the  performance  of 
the  engines  of  this  locomotive.  It  gives  the  speed  in  r.p.m.  the 
duration  of  the  test  in  minutes,  pounds  of  steam  to  the  engines 
per  hour,  the  mean  effective  pressure  in  pounds  per  square  inch, 
the  indicated  horse-power,  the  dry  coal  per  indicated  horse-power 
hour  in  pounds,  pounds  of  superheated  steam  per  i.h.p.  hour  and 
the  B.t.u.  in  the  steam  per  i.h.p.  hour.  The  table  is  arranged 
according  to  the  indicated  horse-power  increase. 

133.  The  indicated  horse-power  ranged  from  747  at  28  m.p.h. 
with  a nominal  cut-off  at  20  per  cent,  to  a maximum  of  1958  i.h.p. 
at  56  m.h.p.  and  45  per  cent,  cut-off.  At  56  m.p.h.  with  45  per 
cent,  cut-off  the  maximum  capacity  of  the  boiler  was  reached 
and  above  this  speed  and  cut-off  the  power  of  the  locomotive 
steadily  diminished. 

Drop  in  Pressure  from  Throttle  to  Branch  Pipe. 

134.  Referring  to  Table  XIV,  it  may  be  seen  that  the  drop 
in  pressure  from  throttle  to  branch  pipe  increased  at  like  cut- 
offs with  an  increase  in  speed,  and  at  the  same  speeds  it  increased 
with  an  increase  in  the  cut-off. 


76 


M.  P.  47e-A 

sxiOH 

3ftl  4-2»-12 

LOCOMOTIVE: 

Pennsylvania  Railroad  Company 

TVDB-  4..4m2 

Philadelphia,  Baltimore  ft  Washington  Railroad  Company 

• 

Northern  Central  Railway  Company 

CLASS  jsaao. 

No.  ..318. 

West  Jersey  ft  Seashore  Railroad  Company 

Sheet  No — 

TEST  DEPARTMENT 

Bulletin  No.„ 

11 

Tests  of  a Claes  ESed  LoocmotiYe^ 

Aitoona  Pa 

INDICATED  HORSE 

Test 

Test 

Dura- 

Steam  to 

Mean 

Indloat 

Pry  Coal 

Superheated 

L B.t.u.ln 

Ho* 

tlon 

Engine 

Effective 

-ed 

Per  indlcat 

; Steam  per 

Steam  Pe 

Deslgna- 

of 

Fotmds 

Pres  stir  e 

Horse 

-ed  Horse 

Indicated 

Indicate 

Toot 

Per 

Potmds  per 

Power  Hour 

Horsepower 

Horsepow 

tlon 

Ulxxs* 

Honr 

Square  In, 

Power 

Pounds 

Hour  pounds 

Honr 

214 

379 

380 

381 

3111 

120-20-P 

120 

14872 

62.93 

746.87 

2,28 

19,91 

25236 

3112 

120~30-P 

120 

17828 

79.65 

945.11 

2.37 

18.86 

24140 

3136 

200-20-P 

120 

18900 

57.63 

1129.14 

2.17 

16.74 

22028 

3137 

120-40-P 

120 

20921 

98.85 

1161.4 

2,53 

18.01 

23536 

gl21 

160-30^F 

120 

20246 

75,50 

1193,9 

2,12 

16.96 

22139 

3113 

160-35-P 

120 

23422 

83,02 

1313.8 

2.25 

17.83 

22977 

3117 

240-20-.? 

120 

20626 

55.42 

1315.6 

2.07 

15.68 

20605 

3119 

280-20-P 

90 

22682 

65.41 

1534.2 

2.10 

14.78 

19438 

3115 

200-35-P 

120 

26644 

78,31 

1548.9 

2.61 

17.20 

22247 

3136 

200-36-P 

60 

25343 

80.44 

1574,8 

2,33 

16.09 

21262 

3114 

160^5-P 

90 

29571 

100.34 

1588.2 

3.08 

18.62 

24130 

3134 

200-3  5-P 

60 

25917 

81.48 

1596.1 

2,80 

16.24 

21303 

3126 

320-.20-P 

60 

24208 

51.34 

1624.03 

2,33 

14.91 

19560 

3122 

280-30^ P 

60 

26311 

61.07 

1690.5 

2.55 

15.65 

20548 

3133 

160-50^? 

60 

30184 

108.30 

1691.6 

3.24 

17.79 

23422 

3116 

240.35-P 

90 

28546 

72,63 

1724,4 

2,55 

16.55 

21752 

3128 

320-25-P 

60 

27282 

55,53 

1738.9 

2.36 

15.69 

19684 

3142 

360-25-P 

30 

27546 

50,46 

1776.96 

2.89 

15,50 

20411 

3124 

200-45-P 

90 

32353 

92,00 

1820.6 

3.02 

17.77 

23520 

3143 

360-25-P 

30 

28655 

106,08 

1852,95 

2,94 

15.46 

20373 

3127 

320-3O-P 

60 

29318 

58.62 

1854.7 

3.03 

15.81 

20903 

3125 

280-35-P 

60 

31054 

67.12 

1868.4 

2.65 

16.71 

22079 

3109 

240-45-P 

60 

32360 

78.42 

1861,8 

3.06 

18.46 

24052 

3139 

240-45-? 

60 

33628 

83.33 

1958,50 

3.05 

17.17 

22669 

Sheet  Nc 

c.  P-109.0... 

Table  XML 
INDICATED  HORSE-POWER. 

The  indicated  horse-power  range's  from  746.87  at  120  revolutions  per  minute, or  28  miles  per  hour,  to 
1958.5  at  240  revolutions  per  minute,  or  56  miles  per  hour.  The  steam  consumption  per  indicated  horse- 
power hour  is  as  low  as  14.91  and  the  coal  consumption  does  not  exceed  3.24  pounds. 


77 


135.  In  Fig.  35  this  drop  in  pressure  is  plotted  against  the 
i.h.p.  The  curve  indicates  that  the  drop  was  gradual  up  to  about 
1600  indicated  horse-power.  The  steam  consumption  at  this 
power  output  reached  26,300  pounds  per  hour  (Fig.  37),  and  the 
steam  flow  attained  a maximum  velocity  of  approximately  4840 
feet  per  minute.  Above  this  steam  velocity,  the  drop  in  pressure 
tends  to  increase  rapidly  until  the  maximum  indicated  horse- 
power is  reached. 

136.  The  maximum  drop  iii  pressure  for  this  locomotive  was 
20.3  pounds.  It  occurred  when  the  weight  of  steam  flow  to  the 
engines  reached  32,360  pounds  per  hour,  or  a rate  of  flow  of  over 
7000  feet  per  minute  through  the  superheater  units. 

Steam  to  the  Engines. 

137.  The  steam  to  the  engines  per  indicated  horse-power 
hour  shown  in  column  381,  Table  XIII,  is  plotted  against  the 
indicated  horse- power  (column  379)  in  Fig.  36  for  the  E3sd 
superheater  locomotive.  Above  is  shown  a similar  curve  for  the 
E2d  saturated  steam  locomotive. 

138.  The  diagram  illustrates  the  economical  performance 
of  the  superheater  locomotive  or  the  saving  in  the  water  per 
indicated  horse-power  hour  above  that  obtained  from  a saturated 
steam  locomotive  having  a cylinder  1.5  inches  smaller  in  diameter. 
The  saving  effected  increases  with  the  increase  in  the  power 
developed  and  ranged  from  21.4  per  cent,  at  600  i.h.p.  to  34.5 
per  cent,  at  1400  i.h.p. 

139.  The  increased  consumption  of  steam  per  i.h.p.  hour, 
at  low  horse-power,  seems  characteristic  for  this  class  of  locomo- 
tive, namely,  the  E2a  (Bulletin  No.  5,  Fig.  5),  E2d  and  E3sd 
locomotives.  The  steam  consumption  drops  off  gradually  as 
the  power  developed  is  increased.  This  is  not  so  noticeable  in 
the  case  of  the  E6s  locomotive  (Bulletin  No.  21,  Fig.  58),  where  the 
curve  is  more  flat,  nor  is  it  as  pronounced  in  the  Pacific  type  K29 
locomotive  (Bulletin  No.  19,  Fig.  42). 

140.  Fig.  37  furnishes  a curve  showing  the  relation  between 
the  pounds  of  steam  per  hour  and  the  indicated  horse-power. 
The  curve  for  the  E6s  locomotive  given  in  Bulletin  No.  21,  Fig. 
57,  is  a straight  line  showing  a more  direct  relation  between  the 
power  output  and  the  steam  consumption. 


78 


LOCOMOTIVE : PEf 

TYPE_  .. 

CLASS  ''^NO 

SHEET  No P-lPSl 

.7.9.ata..  Of  ...A.  ..Claaa 

M.  P.  479  C S X loH 

^NSYLVANIA  RAILROAD  COMPANY 

faiLADELnuL,  B^naoBB  A Wachihstob  Railboad  Cokfabt 

Mobthxbb  CaimAL  Bai].wat  Oomtabt 

TEST  DEPARTMENT  Bulletin  NO.  H ... 

iano.ti«B« . Altoona.  PA_y“l“^.?.1.3 

iii 

s 

n 

I 

1 

I 

1 

iilll 

i|:i|i|||t|ii|i|| 

fill 

il 

if 

il 

|ii|  1}  ijijiil^^ 

tin  111 ! 1 llrii-yKl  m(l  i rmi  1 1 linTTn  ifflt : ] 

rf'- 1 [■ 

jii  pi 

J 

I i 

Mj 

ll  ft  i 1 Hi 
r t1  M ‘ 

1 j:  f S fijp  i : I ; : S lI  1 lift  ]i  i i 

iii; 

||il 

11 

I 

1 

1 hj 

ii 

! H ! -I.  ! Ill 

Ifiii 

tifl;|||ji|:i|||ii:i:f^ 

li 

It- 

||t; 

iiii 

111: 

11 

1 

ift 

Wi 

• +l}- 

irr 

liljliii 

|^[:pi:|iii:i[il- -i 

iiiiii. 

'lift 

ilH 

.m 

B^Mffi.fiiWiiiT  iiijiiftii  - 

ilffl 

'M 

B 

HmffinlUltllBj 

^^ftftili  i 1 ii  ^ 

iH 

«: 

■ 

1 

j 

pmj 

^fc:iiJ::||:|ii{|;ii;: 

lit 

i MHIfJ 

iffi 

Im 

ttS  1 IWitfSip  T 

SSieMt'  ■:tS5  ■ 

iiii 

B 

i W] 

s 

^^H|K||iiii:||iiiHi:iii  iiiii 

m|: 

lijlp 

i^S 

■ft 

i 

^^fijtifiMi^  ir  'it  ftfti 

n ir  1 Itlfl  1 miT  1 tTtTfmT  f ml  ■ 

5;t3: 

m 

ifaj-tm  ± 

ntt|tn}1ft:  Ift  |t-;|  t ft  It;  : 

11^ 

iiti-i. 

tl- 

1 

■1 

i 

.iiJti^S;  j; 

1 1 : 1 

; 1: 

m 

-it 

iiiipfl 

m 

ill 

ft! 

1 

m 

1 

4]+ 

I 

i 

■1 

1 5-U^II 

t Ll  j- 1 

'S 

jllj  1 {fSp ; } i : 1 . rtii:  - 

111 

iiit 

It  Ijli  |j 

ttt 

!h 

if 

i It  r T iWl  i - 1 i ' T ’ 

1 : i i : i j 

Ih  rSl'IIJEirffrTfnTi  1 1 1 lirtiXUliJltllli  H 

|IJ  |:f|  r.limjt} 

-rnffl+jH 

itluillL 

|j]jy 

tfff 

jiffl 

TH[f 

^ffjf  ft  f j f!  1 IJ  U [MHfm 

ttSi 

m 

Hi 

B 

s 

m 

B 

m 

* Mi  m-!  m-nm  H hU  m lU.U- j LJumuLLMu  1.141^  i^^jJ4J444j  U4ifUx44UJ444ii  1 

;li|  ; 1 :::::::  ^:  j«| 

jw 

tiiiiff 

tt:t 

f 

1 

iiiiii* 

]|  : H 

B 

1 

MW 

I- 

1 

iS:i;;;;;li:;:l 

i lilt 

hlj 

m T.ni  ri  1 1.1  1 , 1 

II  1 1 ::t:  H 

ni^ 

IB 

m 

ii 

1 

1 

1 

BRII 

Hi  if 

! 

i |l  ii|jl  B 

Mj: 

In 

■ 

II 

it 

|] 

I 

1 

llBil 

iljlili^ 

jW  i{  i ■ t|- 

1 j: 

iW 

Si 

MB 

|if 

li 

m 

MB  1 ' 

;|ij;|.;i.lMii 

I 1 i 1 [i  :|  : i 1 ffljllljffl 

l \ Ip 

Si 

fi| 

ii 

|iB  1 iiii-i:  i 

fit 

1 i • 1 [;  :|  ii  |i  W|j| 

IH 

MM 

Si 

|i| 

Ii 

P 

ii|iSp|Tiil| 

ii  ii  p ;|  ; I:  pjffiffl 

iiii  ji 

u 

Si 

SiB 

jij 

ii 

P 

ii|iSPiiiiiiiiiiii| 

MilH:  ii 

|i  ; li  iipi 

HI 

jl 

■ 

■ 

■ 

H 

il 

1 

i:i|i||pi| 

mm 

H 

i| 

P 

i|ii|  Iliiiii  :i:i;;|i 

1 lyi  iliji 

B|m 

u 

Hi 

if 

11 

g 

PI  ;ii|iM:;ji; 

iiiiSi;; 

1 Ii  iillB 

llil 

■ 

I 

1 

■ 

1 

1 

1 

iiiiii 

ii® 

iiii^ 

Fig.  35. 

DROP  IN  PRESSURE  THROUGH  SUPERHEATER. 

The  drop  in  pressure  increases  with  the  power  output  of  the  locomotive,  due  to  the  increase  in  the  volume 
of  steam  required  to  generate  the  increased  power. 


79 


rig.  36. 

STEAM  PER  INDICATED  HORSE-POWER  HOUR  AND  INDICATED  HORSE-POWER. 

The  saving  in  steam  due  to  superheating  is  21.4  to  34.5  per  cent,  at  the  maximum  power  output  of  the  E2d 

saturated  steam  locomotive. 


80 


141.  From  the  steam  per  hour  curve  (Fig.  37),  the  steam  per 
indicated  horse-power  hour  curve  is  plotted  below  in  the  same 
figure.  It  shows  that  the  greatest  steam  economy  should  occur 
when  the  power  output  reaches  1550  i.h.p.  The  steam  consump- 
tion at  this  point  approximates  16.45  pounds  per  i.h.p.  hour 
apparently  increasing  thereafter  to  17.3  pounds  per  i.h.p.  hour  at 
the  maximum  output  of  the  locomotive. 

Superheat  and  Water  Rate. 

142.  Table  XV  gives  the  draft  in  front  of  diaphragm  in 
inches  of  water,  the  indicated  horse-power,  B.t.u.  in  the  steam 
per  indicated  horse-power  hour,  superheated  steam  per  indicated 
horse-power  hour  in  pounds,  dry  coal  per  indicated  horse-power  hour 
in  pounds  and  the  superheat  in  the  branch  pipe.  The  table  is 
arranged  in  order  of  the  superheat  in  the  branch  pipe  (column 
230),  from  the  minimum  to  maximum  degree  of  superheat. 

143.  The  B.t.u.  in  the  steam  per  i.h.p.  hour  are  plotted  with 
the  actual  cut-offs  in  per  cent,  of  stroke  for  corresponding  tests  in 
Fig.  38.  Above  the  different  points  are  printed  the  speed  in  r.p.m. 
The  general  trend  of  these  curves  for  speeds  up  to  and  including 
240  r.p.m.  (56  m.p.h.),  indicates  that  there  was  a gradual  increase 
in  the  number  of  B.t.u.  in  the  steam  per  i.h.p.  hour  as  the  per  cent, 
of  cut-off  was  increased.  Above  the  speed  of  240  r.p.m.  the  heat 
in  the  steam  increased  more  rapidly.  This  should  be  expected 
as  for  a given  water  rate,  the  superheat  should  increase  with 
an  increase  in  cut-off  or  the  power  output  of  the  locomotive. 

Least  Back  Pressure. 

144.  The  least  back  pressure  for  the  E3sd  locomotive  gradu- 
ally increased  with  the  indicated  horse-power  up  to  1600  i.h.p. 
Above  that  indicated  horse-power  it  increased  rapidly  until  the 
maximum  power  of  the  locomotive  was  reached.  This  is  brought 
out  in  Fig.  39,  where  the  least  back  pressure  is  plotted  against 
the  i.h.p.  The  least  back  pressure  in  the  cylinders  ranged  from 
1.9  pounds  at  the  minimum  i.h.p.  to  11.8  pounds  at  the  maximum 
power  developed  by  the  locomotive. 

145.  On  this  diagram  is  also  graphically  shown  the  relation 
existing  between  the  indicated  horse-power  and  the  least  back 
pressure  in  the  cylinders  of  an  E2d  saturated  steam  locomotive. 
This  curve  is  plotted  from  the  results  of  a number  of  tests  made  on 
an  E2d  locomotive  No.  3162. 


81 


M.P.  479C  tBieX 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPE  4 Hr  ~£  PBOiASaUSlA,  RLLmiOBB  & WABBIXeTOV  Railsoao  Coxpakt 

mi  a Nobthem  CuTXEi.  Bailwat  CoxFArr 

CLASS..—??*!??! N0..5*.sL Wbet  JaasxT  A gSASBOBa  Baiuwao  Comtabt 

_ ; TEST  DEPARTMENT  ft’TlSVUl  NO _ 

SHEET  No itr.*yS.®... 

Teats  of  a Claes  ZSad  Looomotlve, Altoona,  pa  llpil-X918 


1 

m 

I 

1 

m 

s 

H 

■ 

■ 

p;pp 

P 

m 

3S:rSS: 

lip:; 

SSS 

IL 

Islll 

sssssssss 

llllllsillllll 

islilsllliinillinisls 

jj 

III 

IIIPIII 

iS  SS 

i:@;; 

Ills 

lilll 

iillLIII 

SSS|S|SSSSrSS 

:::::::SSi:SS.::SSS 

lIlB  ihiilllildl!!!!! 

IIH  iii'llliiHiiliillililiil 
lljh  pi  ||j||j|»|p|||||p| 
ijlp  1 lliHIInpipllp! 

!:::  Ui  iiiHiHiiluiHsiy: 

lln  Ih*  mLlllll  Sin 

i(H  ::::: :RK:::a 

:::  rh::  : 

ill  ip  1 
ii!  Illlii  ! 
sHe  illlll 
jji::jHjjj  1 

:::  iiiK™ 
ij|  i|::i[  1 

lir 

ITgilll.' 

: 

h 

i S 

i : 

L 1 

1 

I"  i 

1 

L"  i 

1 j 

1 j 

1 1 

: 

ssi 

1 

Hi 

■sjl 

Jl 

-u: 

S| 

si 

:: 

SI 

Si 

111 

SS: 

i 

III 

ip 

i 

III 

III 

1 

III 

llljllll 

IIIPII^ 

SSS::::: 

lllillii 

Isssssli 

ii 

nil 

111 

ii 

sssHss! 

SS  SS 

::•:  :: 

P II 
sL  II 
ii  II 

IS  SS 

II  1! 

IS  SS 
::  :: 
SS  SSS 
IS  'SS 

y 

a 

::  :r  :: 

Si  SS3U: 

lllLlI 

nil 

ijU 

SS  SSS  SS 

II  III  II 
II  IP  II 
pyilii 

ylssii 

mi 

mi 

SSSSS-I 

ii" 

lillsl" 

:i:r: 

SSlS" 

:iill 
niii 
sssss 
:::::: 
SSSSS  ! 

ii 

ill- 

:::r 

SSSS 

ill: 

ii 

iSS 

syss 

ilsl 

!sh 

i 

i 

W- 

ll 

ll- 

IS 

|S 

IS 

IS 

y 

I-* 

i: 

:: 

lllil 

Ii 

ill 

nils 

lilll 

SS  SI 

SS  Si 

II 11 

llll 

III  ii 
ill  :li 

III  si 
111  ii 

SSS  Si 

III.  Ii 

::::t: 
:;:rc: 
:::  ■:: 

“II  11 

llllliiilll 

ISrSSSSSSSSSS 
ISSS  SSSSSSrS 

isss  sssssssss 

SSSS'SSSSSSSSS 

iiii:iisi  nil 

lllillii  l| 
lEIIII  llll 

SSSS  rSS  SSS:* 

sssssssssssssssssssssss 

sssssssssssssssssssssss 

iiiiissiiinii  niiini 
ssssssssssssss  sss  SSSI 

:::t::: 

SSSSSSSSSSSSSS  SSS  SSSI 

|||||iljsi;iis  llj  llji 

SSSSSPiSS  sss  sss  SSSI 
: :: 

rF-R:  5 SS  SSS'SSSS 

llilsl  IIIIIIIrIsI  iini 

IS::::  SSSS  SSSSiSL  SSSSS 

SSSSSS  SSSSISSSSISS  SSSSS 

liiili  iijssjssjjsj  |js|s 

S::: : a::::::::::  ::r: 
sill  S SSiSill  S||SS 

ills  1 III  lijiljj  lljjs 

11  UHliiniHs 

:{•;  !•:  iS::  KiiliEig 

::::  ek  ::::  :K::*:H:u::ra 

ill“iih 

1 i 

Js 

III- 

SSSSSSSS 

PI 

Wt 

P" 

III 

r 

iin 

H L« 

SSSS'SiR  SSS 

r:  SS  S S S:S  SSSI 

iiyi  miiiiiii 

i lilO 

: : 

E S 

:: 

SS 

SSS 

SSSSSS3! 

IP-iig 

ylHir 

r: 

::: 

sat 

il-ss 

R :: 

SSr  SSSS  s::. 

aaar^R 

:r.SS  r S lS  SSSS 

IIIH  HlPil 

j 1 

1 

SSSS[SSS 

r:::::: 

11  if 

sssss* 

sssssss 

SSS 

Sr 

S:‘'SS 

PI 

rS  3S’a.|SS 

in  II 1 1 Mini 

HHIOIliilli 

JH  t::!!  :H(  S iUHtEISnii 

K*  : 

•C  S 

SI 

JH 

Jlllll 

iil'L 

11 

IlL'^ 

«-5 

P!l 

sl-y 

■ill  111 

In  lUil  Irlljl 

Jys  “rillllplyliil 

iiH  rin  liji  f-  rKKiiiHiHi 

III  HI- 

HI 

SSS 

SSiSSSSi 

lls^P 

ssssys 

R::ui 

JjHH. 

nil 

SSS 

:t : 

gli 

"Is  J 

III  Ills  sO 

in  11 1 1 iijiii 

11  riiiHLN^ 

1 

1"  I 

S S: 

S:l 

ii'"; 

; 'SS  Sf 

LI! 

yjlssh 

RRR 

1 

llll 

III: 

is’  |r 

in  nil  III 

SJIIIIl 

jgiggyi^ 

miiigiri 

1 1 

II 

Is 

-HsI 

si  ll 

tr 

m 

in. 

HI 

rjl 

lali  IH 

ill  Is  1 1 1 1 ini 

-IsMlOliniill  illH 

Mm. 

»il! 

i 

:S  1 i;: 

ill 

S SS 
: :: 

II  ! 

13  1 

"II. 

''II 

SS  iiS 

R 

S3  SS 

%i 

II 1 

11 

l-P!! 

nil 

i 

HO 

|P1I 

IHI 

lIJss 

l|gl| 

iln-Ollllr 

g!Sii.g 

::r  ::  : : r-:  :r: 

SSS  SS  S S S-SSSSS 

:r  R : : : : :::: 

SSS  SS  S S S S-SSSS 

III  1 nn  iniin  nni 

•ill  1 ssi:  IIHiil : Isss 

iillSIlili 

TtTH'rnii  i 1 1 1 f J 

m 

1 

m 

S: 

SS 

SS 

3SI.HI 

iS  SSSS 

Isis 

illL 

■"Is  ssi 

ns  iOrSSS. 

gl-ILI  I 111! 

III  L yis  llliillyann 

iilliiilllLI 

|H 

II-  1 

55S“I 

::  1 

•SSS" 

g- 

liSj!! 

ilgSSES 

El 

m 

ft 

kiiyie 

UPHHIII 

Hl-H  1 Is  Mil 

Ills  1 IlIjill'MIil 

H 

i: 

is  ii 

11 

11 

ii 

1:1 

iiiriL 

III 

Ills 

:::: 

1 

: i: 

IIHIIilln 

;::  ::  :.  ::  : :■:::: 

SS:  :3  : SS : SSSSS: 

llll  rimiyssiriiii 

iBpiHi 

III 

liq 

ii.4 

II 

1 

M 

i; 

‘Sl-'l 

llPii' 

fr 

y Hi 

P.  sill 

ir 

rS:  SS 

4 

1 

1 

1 

i|^ 

liln 

ssyyss-ys. 

III  II 1 IHIIII 

llll  IH  11.1  IIH 

llll  llll  llll  jPlil 

III*:  Jr:  jSSS  I: j 

'PS 

SSSS^SSIIS 

i! 

III 

m 

R r! 

::  :: 

ms 

ip 

P 

p 

m 

ilHlIH 

III  II  In  illlll 

llll  |||ii||li|iiF:|||i 

wjpMjBMBs 

Hi: 

|H;:s.t«s 

ii 

III 

Hlslslll 

II 

SSS; 

SP 

::r 

ii 

HHHilnl 

InH  ^NPP 

SSS  S iS*'  SSSS  IS:^.  . ISSS 

nil 

iikWi 

m 

i 

lil 

sssssss 

II  in 

m 

SS 

ii 

ip: 

HO  Oil  Hr 

:SS  : : : : SSS: 

r:  ::  : : : : :::: 

r:  R;  ;;SSi:i':]S  SS 

lif' 'IB 

iiji 

lilsiisi^ 

|| 

If 

-i-h- 

isliiSsHs 

in 

HI" 

Jlsisl 

m 

Is 

ii 

ill 

IHIilHI 

|i  llyliililii 

1 

l:; 

1 

Tt± 

$ 

1^ 

I 

i 

ioip 

: 

i 

H III 

IP  Jll 

ij  HI 

HI 

1 

» 

I SS 

"1  II 

IIH 

ilsH 

Ii 

sssss 

::r: 

ssssj 

I® 

1 

“H* 

Jl 

fs 

all 

|: 

SS 

!1!ll 

rm 

iiu 

HILS 

m 

riy 

yy  SSSS  sss 

lilll 

Hr  PHIil: 

pjHp 

iill 

»!  i!l||j| 

Sr'  SS::  S E:: :::: 

aSS  yy  SSSSSSS: 

nrniM  liiiini 

111:1111  iinniii 

|lli  ii|l 

iiji  jiis  isjsijls 

i 

liir  ii'iimii 

llll  liiili II 

sss  1 JSjj  jSSSIIi^S  SS 

SSS-S  rSS  SSSSiSaiJS  S: 

iSS  1 :“HSSS!SSSSSI  SS 

inniisiniisissisii 

Sr 

Si:  S -SEES  SSSSSSSSS:-:  S: 

||ffl 

I 

i: 

MM 

m 

III  ii 

lull 

II 

inii 

niiHi 

Plliinll 

ili.JI.-JIPiii 

111:1  1 |»ij||l|l|'|i 

ii! 

iifii 

IP 

ftfIfR 

i 1 1 1 

■ itt' 

H 

:ly. 

i-all 

ill  III 

SiaRaltRiSSil: 

ir:.  i::::::::R:iR!:a 

111:1  IHIilllUnlH 

iMBi 

lIliMl 

iiiliiiliM 

I ' 

u 

1 

B 

■ 

1 

1 

1 

1 

hiPp 

» 

Fig.  37. 

STEAM  CONSUMPTION  AND  INDICATED  HORSE-POWER. 

The  steam  supplied  to  the  engines  and  the  indicated  horse-power  developed  form  the  steam  per  hour  curve. 
The  steam  per  indicated  horse-power  hour  curve  is  calculated  from  the  above  curve. 


82 


M.P.47e-A 

361J  1-24  13 

8X1014 

LOCOMOTIVE 

PENNSYLVANIA  RAILROAD  COMPANY 

Philadelphia,  Baltimore  St  Washington  Railroad  Company 

Northern  Central  Railway  Company 

CLASS__.“y.“? 

WVT  Jersey  St  Seashore  Railroad  Company 

TEST  DEPARTMENT 

BulletinNo, 11 

Sheet  No.  . 

Tests  of  a Clase  ESsd  Locomotive* 

Al  TOOMA  PaII— 1—1913 

SOPFEBEA-T  AND  WATER 

RATE. 

Test 

Test 

Draft  Front 

Indicated 

\ 

B.t.u.  in 

I 1 

Superheated 

Dry  Coal 

Superheat 

No. 

of 

Steam  per 

Steam  per 

Per 

in 

Designa- 

Diaphragm 

Horse 

Indicated 

Indicated 

Indicated 

Inches  of 

Horse  power 

Horse  power 

Horse  poorer 

Branch 

tlon 

Water 

power 

Hour 

Hour .pounds 

Hour.Potuids 

Pipe 

222 

379 

381 

380 

230 

3111 

120-2CL.F 

3.3 

746.87 

25236 

19.91 

2.28 

118.15 

3112 

120-30-F 

4.4 

945.11 

24140 

18.06 

2.37 

138.70 

3113 

160-35-F 

7.2 

1313.80 

22977 

17.83 

2.25 

161.69 

3114 

160-4 5-F 

10.9 

1588.20 

24130 

18>62 

3.00 

175.07 

3115 

200-35-F 

9.3 

1548.90 

22247 

17.20 

2.61  j 

j 179.26 

3137 

120-40-F 

5.7 

1161.4 

23536 

18.01 

2.53 

192,56 

3109 

240-4 5-P^ 

13.7 

1861.8 

24052 

18.46 

3.06 

193,44 

3136 

200— 20— F 

4.6 

1129.14 

22028 

16.74 

2.17 

195,44 

3121 

160-30-P 

5.9 

1193.9 

22189 

16.96 

2.12 

199.39 

3126 

320-20-F 

8.0 

1624.03 

19560 

14.91 

2.33 

207,43 

3117 

240-2CV-F 

6.0 

1315.6 

2060O 

15.68 

2,07 

208.44 

3133 

160-50-F 

10.6 

1691.6 

23422 

17.79 

3,24 

211.67 

3116 

240-35-F 

9.9 

1724.4 

21752 

16.55 

2,'55 

213,96 

3134 

200-35-F 

8.3 

1596.1 

21303 

16,24 

2.80 

218,04 

3142 

360-25-F 

9.8 

1776.96 

20411 

15.5C 

2.H9 

220.83 

3119 

20O-2O~F 

7.6 

1534.2 

19438 

14,78 

2.10 

221,08 

3128 

320-25-F 

9.3 

1738.9 

19684 

15.69 

2,36 

221.40 

3143 

360-25-F 

10.3 

1852.95 

20373 

15.46 

2.94 

221 .47 

3125 

280-35-F 

11.3 

1858.4 

22079 

16.71 

2.65 

226.80 

3135 

200-35-F 

0.0 

1574.8 

21262 

16.09 

2,3? 

227.37 

3122 

280-30- F 

10.3 

1690.5 

20546 

16.55 

2,55 

227,38 

3127 

320-30-F 

11m4 

1854.7 

20903 

15.81 

3.03 

228.29 

3124 

200-4 5-F 

12,3 

1820.6 

23520 

15,77 

3.02 

232,32 

3139 

240-4 5-F 

12.8 

1958.50 

22859 

17.17 

3,05 

253.84 

Sheet  No.?.“10M 

Table  XV. 

SUPERHEAT  AND  WATER  RATE. 

The  maximum  superheat  obtained  is  253.8  degrees.  The  table  is  presented  to  show  the  effect  of  the  super- 
heat upon  the  coal  and  water  rates. 


83 


LOCOMOTIVE : 
CLASS J§?.S.4 


PENNSYLVANIA  RAILROAD  COMPANY 


318 


Koamsi  Cxstsai,  EUilwat  OoarAjrr 
Wmt  JnusT  * SBAsaon  JUxlmoab  OoxrAar 


SHEET  NO 


TEST  DEPARTMENT 


Bollatln  No,  11 
. Altooma,  PAjyWhifl? 


Fig.  38. 

HEAT  SUPPLIED  AND  CUT-OFF. 

The  heat  supplied  in  the  steam  increases  with  the  cut-off.  This  increase  is  gradual  up  to  240  revolutions 
per  minute,  or  56  miles  per  hour,  after  which  it  is  more  rapid. 


84 


Fig.  39. 

LEAST  BACK  PRESSURE  AND  INDICATED  HORSE-POWER. 

At  corresponding  indicated  horse-powers  the  superheated  steam  locomotive  exhausts  with  a least  back 
pressure  ranging  from  42  per  cent,  to  50  per  cent,  of  the  least  back  pressure  of  the  E2d  saturated  steam 
locomotive. 


85 


J 46.  Comparing  the  curves  for  the  saturated  and  superheater 
locomotives,  it  is  seen  that  the  curve  representing  the  least  back 
pressure  for  the  saturated  locomotive  rises  more  abruptly  as  the 
power  is  increased. 

147.  It  is  also  observed  that  for  the  same  power  output  the 
superheated  steam  locomotive  exhausted  with  a least  back  pressure 
ranging  from  42.4  per  cent,  at  700  i.h.p.  to  53.1  per  cent,  at 
1400  i.h.p.  (the  maximum  power  attained  for  the  saturated  E2d 
locomotive)  of  the  least  back  pressure  obtained  from  the  saturated 
steam  locomotive. 

148.  A somewhat  similar  relation  was  shown  between  the 
E6  and  E6s  locomotives  in  Bulletin  No.  21,  Fig.  48.  On  the  plot 
referred  to,  the  curves  are  seen  to  parallel  each  other  more  closely, 
and  the  least  back  pressure  for  the  E6s  superheated  steam  loco- 
motive was  considerably  less  than  for  the  E6  saturated  locomotive. 

149.  The  following  table  is  presented  to  show  a comparison 
between  the  least  back  pressure  for  the  E2d  and  E6  saturated 
steam  locomotives  and  the  E3sd  and  the  E6s  superheated  steam 
locomotives. 


Table  Showing  Comparison  Between  the  Least  Back  Pres- 
sure FOR  THE  E2d,  E3sd,  E6  and  E6s  Locomotives. 


Indicated 

Horse- 

power 

Developed 

Least  Back 
Pressure 

Difference 
in  Pressure 
Favorable 
to  E3sd 
Locomotive 

Least  Back 
Pressure 

Difference 
in  Pressure 
Favorable 
to  E6s 
Locomotive 

Difference 
in  Pressure 
between 
E6s  and  E3sd 
Locomotives 

E2d 

E3sd 

E6 

E6s 

700 

3.3 

1.4 

1.9 

0.70 

0.70 

800 

3.8 

1.8 

2.0 

0.70 

1.10 

900 

4.4 

2.2 

2.2 

0.75 

1.45 

1000 

5.2 

2.65 

2.55 

0.80 

1.85 

1100 

6.2 

3.2 

3.0 

0.95 

2.25 

1200 

7.4 

3.7 

3.7 

4.4 

1.1 

3.3 

2.6 

1300 

8.9 

4.3 

4.6 

4.7 

1.4 

3.3 

2.9 

1400 

10.6 

5.05 

5.55 

5.3 

1.8 

3.5 

3.25 

1500 

12.6 

5.9 

6.7 

6.2 

2.3 

- 3.9 

3.6 

1600 

6.85 

7.3 

2.9 

4.4 

3.95 

1700 

8.0 

8.5 

3.7 

4.8 

4.3 

1800 

9.5 

9.9 

4.65 

5.25 

4.85 

1900 

11.8 

5.8 

6.0 

86 


150.  When  comparing  this  data  it  should  be  kept  in  mind 
that  practically  no  difference  exists  between  the  E6  and  the'Ebs 
locomotives,  excepting  the  application  of  the  superheater.  While 
the  E3sd  locomotive,  in  addition  to  having  a superheater  has 
cylinders  -inches  larger  in  diameter  than  the  cylinders  of  the 
E2d,  and  that  the  exhaust  of  the  E3sd  is  furnishing  draft  for  a 
boiler  whose  tubes  are  9.4  per  cent,  longer  than  those  of  the  E6s 
(see  Par.  106). 

151.  Just  what  effect  this  has  had  on  the  least  back  pressure, 
is  hard  to  discern  in  this  instance.  Comparing  both  classes  of 
locomotives,  there  is  seen  the  same  tendency  for  their  least  back 
pressure  to  increase  as  the  power  output  of  the  locomotive  is  in- 
creased, a condition  that  is  reasonably  anticipated. 

152.  At  the  same  time  the  large  difference  existing  between 
the  least  back  pressures  for  the  E3sd  and  E6s  locomotives  cannot 
fail  to  attract  notice. 

1 53.  The  cylinders  are  of  like  dimensions  for  both  locomotives. 
The  E6s  locomotive  has  a larger  boiler  capacity. 

1 54.  A study  of  the  designs  for  the  E6s  and  E3sd  locomotive 
cylinders  reveals  the  most  probable  reason  for  the  much  greater 
least  back  pressure  of  the  E3sd  locomotive. 

155.  The  exhaust  passages  in  the  E6s  locomotive  cylinders 
are  direct  with  long  radius  bends  as  shown  in  Bulletin  No.  21,  Fig.  9, 
and  their  areas  are  sufficiently  large.  In  the  case  of  the  E3sd 
locomotive  (Fig.  8),  the  exhaust  steam  in  its  travel  from  the  valve 
to  the  nozzle  moves  through  a passage  whose  course  changes  at 
least  four  times.  In  some  instances  these  turns  are  abrupt  rather 
than  of  an  easy  radius  similar  to  that  of  the  bends  in  the  passage 
of  the  E6s  cylinders. 

156.  The  design  of  the  E6s  locomotive  cylinders,  pertaining 
to  the  steam  passages,  their  course  and  area,  fulfills  every  re- 
quirement as  shown  by  the  performance  of  this  locomotive  No.  89 
on  the  Test  Plant.  The  results  obtained  from  the  tests  on  the 
E3sd  locomotive,  make  it  apparent  that  we  might  expect  a some- 
what better  performance  from  this  locomotive  especially  above  an 
i.h.p.  of  1500  if  new  cylinders  were  substituted  with  exhaust 
steam  passages  similar  in  design  to  those  in  the  E6s  locomotive 
cylinders. 

157.  Fig.  40,  in  which  the  least  back  pressure  and  the  steam 
per  indicated  horse-power  hour  are  plotted,  indicates  that  the  econ- 


87 


omy  for  any  given  cut-off  increases  with  an  increase  in  least  back 
pressure  under  these  test  conditions  and  within  their  limits.  It 
must  not  be  assumed  that  back  pressure  in  itself  is  advantageous. 
There  is  an  unavoiadble  increase  in  the  back  pressure  with  the 
increase  in  the  volume  of  steam  passed  through  the  cylinder,  but 
the  increase  in  economy  is  due  entirely  to  other  causes. 

158.  This  was  similarly  shown  in  Bulletin  No.  21,  Fig.  47 
and  Par.  120,  for  the  E6s  locomotive  and  in  Bulletin  No.  18,  Fig. 
51,  for  the  Pacific  type  K2sa  locomotive.  As  brought  out  in  the 
Bulletin  for  the  E6s  locomotive,  it  is  “presumably  necessary  and 
probably  pays  to  spend  in  back  pressure  for  draft  in  proportion 
to  the  power  and  superheat  developed,  so  as  to  realize  the  economy 
which  results. 

Draft. 

159.  The  following  Table  XVI  gives  the  actual  cut-offs  ob- 
tained from  the  indicator  card,  the  speed  in  approximate  miles  per 
hour  and  the  draft  in  front  of  diaphragm  in  inches  of  water  for 
each  of  the  tests. 

Table  XVI. 


Actual  Cut-off 
IN  Per  Cent. 

OF  Stroke 

Speed  in  Miles  Per  Hour 

1 

28  37 

46 

56  65 

74 

84 

Draft  in  front  of  diaphragm  in  inches  of  water 

18.3 

CO 

CO 

21.2.. 

4.6 

8.0 

22.8 

6.0 

1 

25.2 

4.4 

25.7 

7 6 

25.8 

9.3 

26.4 

5.9 

30.8 

11.4 

31.1 

8.0 

10.3 

31.2 

9.8 

31.5 

7.2 

8.3 

. 

31.6 

10.3 

32.7 

9.3 

33.4 

9.9 

34.4 

5.7 

11.3 

41.1  

10  9 

41.5 

12.3 

41.9 

12  8 
13.7 

42.1 

42.8... 

10.6 

1 

1 

! 

88 


Fig.  40. 

STEAM  PER  INDICATED  HORSE-POWER  AND  LEAST  BACK  PRESSURE. 

The  steam  supplied  to  the  engines  decreases  with  an  increase  in  the  least  back  pressure  for  any  given  cut-off. 


89 


!60.  A glance  at  the  Table  referred  to  shows  the  effect  which 
may  be  had  upon  the  draft  brought  about  by  the  method  of  opera- 
ting the  locomotive  with  respect  to  speed  and  cut-off. 

!6I.  In  Fig.  41  the  draft  in  inches  of  water  in  front  of  dia- 
phragm is  plotted  with  the  speed  of  the  locomotive  in  miles  per 
hour.  Above  each  point  may  be  seen  the  actual  cut-off  in  per 
cent,  of  stroke,  and  curves  are  drawn  through  the  points  of  approx- 
imately like  cut-off. 

1 62.  These  curves  show  the  draft  to  increase  directly  with  the 
speed  of  the  locomotive,  and  the  rate  of  increase  for  the  drafts  at 
similar  cut-offs  as  the  speed  increases  is  approximately  the  same 
with  the  possible  exception  at  the  minimum  cut-offs.  This  curve, 
it  is  noticeable,  does  not  have  such  a steep  slope  as  the  other  three. 

Coal  Rate. 

1 63.  Fig.  42  shows  that  the  coal  rate  increased  gradually  with 
the  indicated  horse-power,  from  1700  pounds  to  5700  pounds  per 
hour.  On  the  same  plot  is  drawn  another  curve,  the  ordinates 
of  which  were  calculated  from  the  curve  above.  This  lower  curve 
shows  that  the  average  amount  of  coal  consumed  per  i.h.p.  hour 
increased  gradually  as  the  power  of  the  locomotive  increased. 
The  dry  coal  fired  per  i.h.p.  horn*  increased  from  2.28  pounds  to 
3.05  pounds,  while  the  indicated  horse-power  (column  379,  Table 
XII)  increased  from  minimum  to  maximum. 

164.  The  dr}^  coal  in  pounds  per  i.h.p.  hour,  and  the  indicated 
horse-powers  are  plotted  in  Fig.  43.  The  very  gradual  increase 
in  the  fuel  consumption  throughout  the  entire  range  of  power  out- 
put for  this  locomotive  is  apparent,  and  the  corresponding  rate  of 
fuel  consumption  indicates  a very  good  grate  performance,  all  of 
which  tends  to  show  that  the  design  of  the  firebox  is  well  propor- 
tioned to  the  boiler  requirements.  It  should  be  also  remembered 
that  the  presence  of  the  superheater  and  arch  is  responsible  to  a 
great  extent  for  the  economical  fuel  consumption  of  this  locomotive. 

1 65.  Referring  to  Fig.  44,  there  is  plotted  at  the  lower  portion 
of  the  diagram,  the  branch  pipe  pressure  in  pounds  per  square  inch 
and  the  dry  coal  fired  in  pounds  per  indicated  horse-power  hour. 
It  is  apparent  that  the  coal  consumed  per  i.h.p.  horn*  increased  as 


90 


LCXIOMOTIVE: 

rvPE 

CLASS No.-»5J.8 


ML  P.  47gC 

PENNSYLVANIA  RAILROAD  COMPANY 

PanjunLPMt^  Baltoiou  A WAaniieTOH  Railsoad  Covaxt 
NoMtam  Caanux  Bailwat  Comtart 
WaiT  Jaasair  A SaABBoaa  Bahamas  Coxpaht 


SHEET  No..„...?rl9.?® 

f .©ol-B..  of.  a, . ClM.a. jraM.LfiO 


TEST  DEPARTMENT 


BnlletlnMr>  U- 
Altoona. 


Fig.  41. 

DRAFT  IN  FRONT  OF  DIAPHRAGM  AND  SPEED  OF  LOCOMOTIVE. 
The  draft  increases  directly  with  the  speed  of  the  locomotive  at  any  given  cut-off. 


91 


M.  P.  4»C 

« » 10« 

LOCOMOTIVE: 
TYPE_ 4*4^^? 

Pennsylvania  Railroad  company 

Pbiladblphia.  BALTaosa  A Wasbdiotox  Railboao  Coxpamt 

!«■» 

-u 

CLASS 

No._ 

_aia._ 

WasT  Jbb«bt  a Smashobb  Raoboap  Coxpabt 

SHEET  No. 

TEST  DEPARTMENT 

Auxe-cin  No.,  ax 

Tests 

0 

f a Class 

E38d 

LQopnH 

?tlT 

e. 

Altoona  Pa  11*~] 

L-1913 

m4 

JlljP 

tm' 

iip 

lift 

-:r-H+i- 

- till 

S ||r 

ll 

ffffffjf 

; J.ijj.  + 

ill 

ijill 

^ iff 

Sm 

fftff 

ttfftSf 

SIS: 

1:11 

Tf  : 

mt;:; 

xlpj; 

k^- 

Tp  : iffi  : S 

.rdr: 

S' 

r tH" 

It*" 

is 

14 

lili+ff 

is 

lii 

;:;iS 

fl 

i4 

i| 

ilT|fnti'- 

St! 

Ilf 

Sfffffflffiifflifffiffl  ^ 

syt^S' 

I Mil 

f -il  r 

;|[[i 

Iff 

ss 

rli 

tffiHHfnTn  ml  m 

If"- 

[rl 

|SI 

is 

lii 

j|f-  m|T  iJJJJ  tt  fflt 

tul  ffllnnTnjHm  TM|~ 

l-H-'  -tr-  - 

fe 

i fpi 

ii# 

4 f 

^llUj 

if 

t 

ffff  :fff 

ll 

tS 

li 

11^ 

i!|:i 

M 

;;;ip 

4f 

S;:;$ 

I iH:3 

}| 

1 :r 

III 

m 

iSp 

mm 

ffi 

Pftnl 

- : otIi? 

iP  P' 

SJH 

®lT 

f 

'-■m 

ll 

if  • -Hf 

Ip;: 

kh 

84 

If  f 

ill 

■ 1 IHtl 

-Pi 

i'ii 

ll:: 

jiii  ' 

li 

■i 

pul ! 

il'ilt 

I 

'■[1  TTT 

ii 

Iipi 

lii 

m 

II 

■if 

tf 

rS;? 

ll 

Fig.  42. 

COAL  PER  HOUR  AND  INDICATED  HORSE-POWER. 

The  coal  per  hour  line  shows  the  dry  coal  fired  and  the  indicated  horse-power  developed.  Below  is  given 
the  coal  per  indicated  horse-power  hour  curve  calculated  from  the  one  above. 


92 


M.  P.  479C 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPE  4>4m2  Philadblfhia,  Baltimobb  * WBtaiaeTOB  Rajxboad  Compaxt 

* - Nobthbbb  Cbbtbai.  Railwat  Cokpabt 

CLASS  No....?4.9. WBeT  jBRaaT  R Bbasbobb  Raiuwad  Compart 


« « ioH 


SHEET  No._J^3J.QQ. 


TEST  DEPARTMENT 


Bolletin  No  11 


Altoona.  PA._.y-l-l?i3 


Fig.  43. 

DRY  COAL  FIRED  PER  INDICATED  HORSE-POWER  HOUR  AND  HORSE-POWER. 

The  curve  indicates  a very  gradual  increase  in  fuel  consumption  throughout  the  range  of  power  developed. 


93 


LOCOMOTIVE : 
TYPH_.Je!4-8_. 


K.  P.  <79  C 

Pennsylvania  Railroad  Company 

PBn,AP»i.PHL^  Eu.TDi<«a  A WAasraaToa  BailbojUi  Coxpaxt 
Kobtb«*»  Cxanui.  Sah-wat  Coicpavt 
N0._SJL£. WasT  Jaierr  A SaAABoaa  BAOdoAS  CoicFAaT 


J!»L 


SHEET  No — FriiOl 


TEST  DEPARTMENT 


Bullstla  No.  11 
Altoona.  PA.y!*i"J:®?:? 


Fig.  44. 

BRANCH  PIPE  PRESSURE,  SUPERHEAT  AND  COAL  RATE. 

The  superheat  increases  with  the  rate  of  evaporation,  and  the  steam  pressure  in  the  branch  pipe  decreases 
as  the  rate  of  firing  is  increased. 


94 


the  branch  pipe  pressure  dropped.  This  increase  in  coal  consump- 
tion was  due  to  forcing  the  boiler  to  a higher  rate  of  evaporation, 
and  thus,  since  this  drop  takes  place  at  the  higher  rates  of  evapora- 
tion it  would  appear  that  the  cause  is  due  either  to  the  long  passage 
for  the  steam  through  the  superheater  units  or  to  some  constricted 
point  along  its  course  (see  Par.  91). 

1 66.  The  drop  in  pressure  is  of  importance  since  there  can  be 
no  doubt  that  it  materially  lessens  the  maximum  power  output 
of  the  locomotive.  Only  after  we  have  made  some  exhaustive 
tests  on  superheaters  of  this  type  of  different  lengths  of  tube  and 
sizes,  will  we  be  able  to  draw  a definite  conclusion  as  to  what 
limits  we  can  safely  approach  in  superheater  size  to  minimize  the 
drop  in  pressure  at  the  branch  pipe. 

1 67.  In  the  upper  portion  of  this  figure  is  shown  the  relation 
between  the  superheat  in  the  branch  pipe  in  degrees  Fahrenheit, 
and  the  dry  coal  fired  in  pounds  per  i.h.p.  hour.  The  value  of 
the  plot  is  to  illustrate  how  the  coal  rate  per  i.h.p.  hour  is  affected 
by  a variation  in  the  degrees  of  superheat  at  a given  steam 
chest  pressure.  The  relation  shown  is  not  as  good  as  that 
shown  similarly  for  the  E6s  locomotive  (Bulletin  21,  Fig.  64)  or 
the  K2sa  locomotive  (Bulletin  18,  Fig.  59). 

168.  The  points  on  this  diagram  are  considerably  more  in- 
termingled with  respect  to  their  corresponding  rates  of  equivalent 
evaporation  per  square  foot  of  heating  surface  printed  immedi- 
ately above. 

169.  Between  the  minimum  and  maximum  rates  of  evapora- 
tion, namely  8 and  18,  eleven  lines  are  drawn  at  equal  intervals, 
each  representative  of  an  evaporation  rate  which  is  marked  at 
the  end  of  the  line. 

170.  The  degree  of  superheat  ranged  from  120  to  230  degrees 
between  the  above  limits.  The  former  figure,  120  was  reached 
when  the  equivalent  evaporation  per  square  foot  of  heating  sur- 
face was  8.2  pounds,  and  the  latter  or  230  degrees  at  18.6  pounds. 

371.  The  conditions  under  which  the  locomotive  was  opera- 
ted in  respect  to  speed  and  cut-off  are  probably  largely  responsible 
for  the  variation  of  the  several  points  from  the  lines  as  drawn. 
Nevertheless  it  is  seen  that  the  degree  of  superheat  will  increase 
with  an  increase  in  the  evaporation  rate  at  a fair  rate  of  uniformity. 


95 


and  a variation  from  the  rule  can  only  be  explained  in  the  opera- 
tion of  the  locomotive  under  some  varying  condition. 

172.  As  mentioned  in  Bulletin  No.  18,  Par.  143,  this  diagram 
brings  out  the  point  that  the  loss  in  eflSciency,  which  is  naturally 
expected  on  such  a locomotive  when  forcing  the  boiler,  is  balanced 
to  a great  extent  by  the  resulting  increased  superheat,  for  in  con- 
sequence of  this  increased  superheat  the  engines  operate  at  a 
somewhat  better  water  rate. 


96 


LOCOMOTIVE  PERFORMANCE. 


Dynamometer  Records. 

173.  The  application  of  a superheater  to  this  Atlantic  type 
locomotive  had  the  effect  of  increasing  the  economy  of  the  engines 
and  the  power  of  the  locomotive  as  a unit.  This  has  been  em- 
phasized in  paragraphs  9 and  10  in  the  conclusions  of  Bulletin 
No.  21,  describing  the  tests  of  class  E6s  Atlantic  type  locomotive, 
and  in  the  following  discussion  comparison  is  similarly  made 
between  the  E3sd  superheater  and  E2d  saturated  steam  locomo- 
tives. The  economy  in  fuel  and  water,  together  with  the  increased 
power  due  to  the  application  of  a superheater  and  larger  cylinders, 
is  worthy  of  attention. 

174.  It  is  unfortunate  that  many  of  the  tests  made  with  the 
E2d  locomotive  were  very  short  in  duration.  For  this  reason  we 
are  unable  to  show  elaborate  comparisons  pertaining  to  the  con- 
sumption of  fuel.  However,  such  facts  as  are  mentioned  may  be 
considered  representative  for  this  class  of  locomotive,  and  serve 
to  bring  out  some  interesting  information. 

175.  It  is  probable  that  the  future  usefulness  of  this  type  of 
locomotive  may  be  increased  to  a considerable  extent,  since  their 
conversion  to  superheater  locomotives.  With  this  in  mind,  the 
dynamometer  records  offer  an  interesting  study.  By  an  analysis 
of  the  data  offered  in  the  following  pages,  a fair  idea  may  be  had 
of  the  further  possibilities  of  usefulness  of  the  class  E3sd  locomo- 
tive from  an  operating  standpoint,  as  well  as  its  potency  for  an 
increase  in  power  on  a track  structure  limiting  increase  in  wheel 
loads. 

Grate  Performance  and  Dynamometer  Horse-Power. 

!76.  Table  XVII,  arranged  according  to  the  increase  in  the 
dynamometer  horse-power  developed,  may  be  frequently  referred 
to  in  the  following  discussion.  It  contains  the  test  number,  the 
speed  in  r.p.m.,  the  nominal  cut-off,  duration  of  test  in  minutes, 
drawbar  pull  in  pounds,  dynamometer  horse-power,  dry  coal  per 
dynamometer  horse-power  hour  in  pounds,  superheated  steam  per 
dynamometer  horse-power  hour  in  pounds,  B.t.u.  in  the  steam 
per  drawbar  horse-power  hour  and  the  thermal  efficiency  of  the 
locomotive  in  per  cent. 


97 


BL  P.  479-A  . 8 1 10% 

8C1  4-29-lS 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

. . - Philadelphia.  Baltimore  & Washington  Railroad  Company 

type w.saswit.  Northern  Central  Railway  Company 

CLASS  3S5#d.....  No..._3XS West  Jersey  & Seashore  Railroad  Company 


SITToi DEPARTMENT  Buelltin  NO,  11 

Sheet  No 

geate  of  a Claes  ISsd  Looomotlve., Altoona.  Pa  11-1-1918 


DRAWBAR  HORSE  POWER 


last 

Test 

Dura.. 

Draw 

Dynamo- 

Dry  Coal 

Superheated 

B.t.u.in 

Thermal 

No* 

tion 

-bar 

meter 

per 

Steam  per 

Steam  per 

Effici- 

Deaigna-- 

of 

Pull 

or 

Dynamometer 

Dynamometer 

Drawbar 

ency  oi 

Test 

in 

Drawbar 

Horsepower 

Horeapower 

Horsepower 

Locomo. 

tion 

Mins. 

Pounds 

Horsepower 

Hour 

Hour .Pounds 

Hoxa* 

Percent 

265 

383 

384 

385 

399 

3111 

120-20-P 

120 

6678 

498*7 

3,42 

29,82 

37815 

5.15 

3112 

120-30-P 

120 

9516 

710.6 

3.15 

25.09 

32076 

5,59 

3126 

S20-20-P 

60 

4620 

920,0 

4,11 

26,31 

34537 

4.34 

3136 

200-20-P 

120 

7407 

921.9 

2.66 

20.50 

26823 

6,56 

3117 

240-20- P 

120 

6409 

957.2 

2,85 

21.55 

28343 

6,26 

3119 

280— 20— P 

90 

5503 

958.9 

3.36 

23.65 

31107 

5»31 

3137 

120-40-F 

120 

13136 

980,9 

3,00 

21.33 

27846 

5,82 

3121 

16(L30-.F 

120 

10057 

1001.4 

2,52 

20.22 

26461 

7,08 

3113 

160-35-P 

120 

11025 

1097,7 

2,69 

21,34 

27526 

6,55 

3127 

320-30-F 

60 

5951 

1185,1 

4,74 

24,74 

32711 

3,68 

3128 

320-25-P 

50 

5965 

1187,8 

3,46 

22.97 

30017 

6.04 

3143 

360U.25-P 

30 

6316 

1190.9 

4.57 

24,06 

31734 

3,83 

3122 

280-30- F 

60 

7090 

1235,4 

3.49 

21.30 

28137 

5,11 

3115 

200-35-P 

120 

9953 

1238.8 

3.26 

21,61 

27853 

5,41 

3142 

360-25-P 

30 

5676 

1271,6 

4.04 

21,66 

28544 

4,32 

3134 

200-.35-P 

60 

10628 

1322.8 

3,38 

19.59 

25708 

6,16 

3116 

240-35- F 

90 

8965 

1336,9 

3.28 

21.32 

28047 

5*44 

3135 

200-35«F 

60 

10763 

1339,6 

2,73 

18.92 

25017 

6,39 

3114 

160-45*F 

90 

13566 

1350,6 

3,62 

21,89 

28379 

4,87 

isias 

280-35-nF 

60 

8034 

1399,9 

3.51 

22.18 

29316 

5,08 

3133 

160-50-P 

60 

15114 

1504.9 

3,66 

20,06 

26352 

4.77 

3109 

240-45-F 

60 

10274 

1534,4 

3.72 

22,39 

29176 

4,74 

3124 

200-45-F 

90 

12357 

1538.0 

3,57 

21.04 

27844 

5,00 

3139 

240-45- F 

60 

10536 

1573,6 

3,80 

21,37 

28358 

4,59 

Sheet  No.„.?:::^.^J?,*  j 


Table  XVII. 

DRAWBAR  HORSE-POWER. 

This  locomotive  developed  a drawbar  pull  of  5676  pounds  at  84  miles  per  hour,  a maximum  dynamometer 
horse-pov/er  of  1573.6  at  56  miles  per  hour  and  a thermal  efficiency  ranging  from  4.34  to  7.08  per  cent. 


98 


177.  The  dynamometer  horse-power  obtained  with  the  E3sd 
locqmotive  ranged  from  a minimum  of  498.7  to  a maximum  of 
1573.6  horse-power.  During  the  increase  in  the  power  of  the 
locomotive,  the  coal  rate  per  hour  per  square  foot  of  grate  in- 
creased from  31.19  to  109.27. 

!78.  In  Fig.  45,  which  shows  the  dynamometer  horse-power, 
boiler  efficiency  and  rates  of  firing  in  pounds  per  square  foot  of 
grate,  it  will  be  observed  that  there  is  a sharp  rise  in  dynamometer 
horse-power  as  the  rates  of  firing  increase  up  to  about  60  pounds 
per  square  foot  of  grate.  At  higher  rates  of  combustion  the 
horse-power  shows  a uniform  increase  up  to  a maximum  of  about 
1600. 

179.  On  the  same  diagram,  the  efficiency  of  the  boiler  is 
shown  as  a straight  line.  As  the  power  and  combustion  rates 
were  increased,  the  boiler  efficiency  decreased  from  77.2  per  cent, 
to  51.3  per  cent. 

180.  Now,  referring  to  Fig.  46,  there  is  shown  graphically 
the  effect  of  speed  upon  the  combustion  rate  per  dynamometer 
horse-power  hour.  As  the  speed  increased  to  60  miles  per  hour 
the  increase  in  the  coal  rate  was  slight,  but  above  this  speed  the 
rate  of  firing  increased  rapidly.  This  indicates  the  E3sd  loco- 
motive to  be  more  economical  in  burning  fuel  when  running  at 
speeds  under  60  m.p.h.  The  uniformity  in  the  coal  rate  per 
dynamometer  horse-power  up  to  60  m.p.h.  is  characteristic  of 
superheater  locomotives,  and  is  not  so  apparent  with  the  saturated 
steam  locomotive;  a typical  instance  of  this  is  shown  for  the  E6 
Atlantic  type  locomotive.  The  curve  for  the  E6  locomotive  is 
plotted  above  on  the  same  figure  and  it  will  be  observed  that  at 
45  m.p.h.  there  is  an  abrupt  change  in  the  rate  of  fuel  consump- 
tion, and  it  rapidly  increases  with  the  increase  in  the  speed. 
The  E2a  locomotive,  Atlantic  type,  using  saturated  steam  and 
fired  with  a different  grade  of  coal,  shows  the  same  tendency, 
although  not  to  such  a marked  degree  (see  Bulletin  No.  5). 

Steam  Consumption  and  Its  Relation  to  Piston  Speed. 

! 8 1 . The  steam  consumption  per  indicated  horse-power  hour 
is  plotted  against  the  speed  of  the  piston  in  feet  per  minute  in 


99 


Fig.  45. 

DYNAMOMETER  HORSE-POWER  AND  COAL  FIRED  PER  SQUARE  FOOT  OF  GRATE. 

While  the  increase  in  the  rate  of  firing  is  gradual  up  to  1200  dynamometer  horse-power,  it  shows  a greater 
degree  of  uniformity  above  this  horse-power.  The  boiler  efficiency  decreases  directly  with  an  increase  in 
the  rate  of  combustion. 


100 


M.  P.  <7B  C t 1 Itii 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TVPP  -£  PhJUIDBLPBU,  BAi-TOiOBI  A Washustob  Bailboad  Comtajit 

'Kl  fi  Nobtbuji  Cmtbai.  Bailwat  Coxpabt 

CLASS No...—”.*:. Wi»T  Jbbut  A Siabbobb  Baiuu>ad  Cobtabt 

TEST  DEPARTMENT  Bulletin  NO.  H ... 

SHEET  No. 

.f .9.8.t8  .O.f...A  ..Glaaa  ..BS.ad  .Lo.coinQtlTA^ Altoona.  Pa.11~1~1913 


m 

1 

w 

w 

i 

m 

m 

m 

1 

m 

1 

I 

B 

m 

m 

m 

m 

ffl 

s 

i:5 

w 

Hpi 

I® 

it 

II 

p 

p 

p 

jmoiy 

*HHHh 

m 

uu: 

t*ii* 

:kb: 

**i*i 

n 

HHI 

iiii 

Ha* 

r HHimi  aiHiil^ 

aaiiiiJii:  ii  in 

M 

m 

t 

•ii 

II! 

m 

Felill 

eIII-; 

Bin 

:::ss 

r'  ':'Hai‘*** 

Iflil 

il 

ill 

: RBBBBBBR  B:se.R::. 

i iaaaa  iaria. 

bbb'br:  bbbbtbrr 

iU  :ii:  iihiLai 

:: : 

:cS 

Ipjll 

‘Tf 

ip“ 

im 

ii 

w 

HjjillH 

Ivljlj 

Ipl 

aa 

iiiii 

iFlIIII-pl 

BE 

[ffPf 

iii! 

aai 

HHliEil  y::  r: 

Hriarill  11-111 

1 

il 

K 

lie* 

mijiP 

n 

llr 

all 

'n 

iiii 

III 

III 

HHIIHI 

i iiiii 

iili 

Iili 

Hill 

|;r  rr  r*: 

iiaiias 

i iii 

iiii 

:r: 

:br 

RR3 

L ijiHa^aa  ^B, 

nniPinjMii 

S 

iHi 

illii 

::»3 

::::: 

111 

illiiiij 

ii; 

m 

p 

i" 

Hi 

HI 

iiiiiiiii 

1 IIII  1, 

i 

HHi 

ij 

yilrnii 

jili 

HIH 

nii 

*111 

isl 

r laalHiillba' 

infill  II 

; w 

iHi 

ii  i: 

ml 

ii 

iii. 

i a 

ifli 

!»i 

*s:: 

eeeeeeeep 

i *iiji  L 

:i:n 

aai 

iiiii 

: ::: 

iiUiaiii 

"gii 

iiii 

iiii 

i la 

i»»iiaiiia  aa.**** 

ai*iia«*arii  a* 

::  s: 

::  H 

:k:: 

IB 

iiij 

:a: 

:: 

ii*i 

ueei 

eeee 

IlF 

jlHIHii 

iiirh 

i-aar 

iiii* 

aii 

::a: 

kb: 

eeee: 

»::: 

a ■ :r  : r: 

11  i & r-R 

iilllHHI 

isRi 

f iii 

iSSSl 

r alOOIrmi'p 

ill  IIII-  Hha  HI 

lilli 

li 

•idi 

iHI 

iHli 

mil 

1 

•Si 

’ll 

yf 

m 

i:*i 

KJI 

a : 

liir 

i 

aii 

Ilf 

‘HBeei::: 

Bseee:  i 

: ::::  : 

i *ii:i  i 

all 

iiii 

iiai 

::::: 

IHII 

iL  an  : r: 

ii"iii  iTii 

ii 

iaii 

Hii: 

IHil 

IHI 

11 

! aaiiii*  iiii  ia 

iliiOLiaHHij 

IHli! 

i 

im 

W 

B 

r+ri  ^ 

mi 

III 

llele 

m 

iii 

::i 

iii 

iIiiih 

ii 

iiii 

HHI 

ii::: 

i-Hii 

jy-sFi-y 

::rb:::r 

aiiiiiia 

:::: 

:::: 

iaii 

i'ai 

RR 

aai 

L Haiaiaiiaai- 

: bbbbbr::  rbb*:::. 

ER  iai  iiii«i-iii 

:::::: 

[is! 

M 

III! 

! 

mi 

iiii* 

Hi 

er 

III 

jiiiim 

irnmi 

IS 

Hi-rr 

FEE 

mil 

ll!*lai.i  ii 

iaaiaa 

r:r 

a**: 

i-iii 

Szt 

inu 

: rbrbbb:  br:  rr 

BBBBBRR  br:  Rffl 

:::  rr  rblr  j: 

yiiii 

i 

:: 

iir 

:: 

III 

411 

1 HIh 

:k» 

ii 

1101 

::™b:  :"h 

a -aini  a 

U- Jilt  ’ 

m 

™l 

■aii 

: RBRRBB  RS:  BR 

aaiiaLiRrai. 

:::  bbbb-bbsrb  be 

R^BR^BH  BLii 

:::::: 

iili 

!; :: 

!:  i: 

mil 

:i 

:e 

lei 

ii.“ 

iU 

a 

e; 

m 

IH 

in 

B„:::: :: 

iriia  a 

iHii 

iiiii 

ISSSj 

iiiii 

rb: 

k;r 

ac*ai*rR 

kk  k:  : r: 

::::::rr 

S 

BR-; 

a?i 

Ips 

HH 

:::: 

aai 

BBRBBRB.:::^::: 

hi  aaiiia  laran* 

BBLBBE-.RBRB-BL 

i.*-niaa*arii  ir 

m 

iiii 

lill 

m 

II 

I 

Hi 

iii 

iH 

i 

IH 

III 

mill 

* iiii  ii 

lull 

iii»arii 

irilFrll 

RBRS-:: 

aaa*  ii 

ii**i 

rm 

Hii 

aia 

a.s|aiiRR  aa  i-i 

isTiH:  'iirirH 

Hi:-: 

: 

n: 

114! 

jllH 

jj 

1 

1 

ly 

ii 

:: 

il. 

iii 

:h 

m 

HIIH 

ii 

1 

m 

II*.  llj..L'jj 

P 

: ::: 

iii* 

iiii 

11 

:rm:::::::::  ::::  :s: 

a*®^iiiaasriiii  ai 

llrHIlHplal 

Ha 

:u 

il 

iim 

il 

111 

i 

1 

IS" 

i^ 

3H 

1 

m 

•ai! 

»B 

m 

KB 

Sffi 

mil 

Hl'l 

mil 

ii  iii  ra 

HR  ;:r.  : 

iiuii  ai 

k:8l.r 

Hnl 

UHj 

:::: 

::::: 

:::r 

: bHIrsbr:  ::  bbl 

lyifpi 

11 

i 

1 

II 

i 

m 

1 

R 

m 

Wm 

mm 

m 

m 

iia. 

IH** 

iiHirro 

iRiiiJi 

Hr 

iJii 

:r:: 

:r: 

IHI 

:::r 

HIH 

i"  aiaaa  i a"iaa 

* aii*li.i.^!L" 

HIHII 

::: 

hi 

hsH 

iiSd 

it:: 

ii 

CHL  ii 

iiniH'!! 

Ilia 

11 

IIIH 

iRUHR  hai 

iiilii  ii 

IIbII 

Rs:; 

BBC: 

KBR 

IRB 

iaa 

:|iHII.IHriHa 

aliPHiliii 

m 

m 

P 

s 

§ 

1 

II- 

iii 

IIII 

IIII 

11 

11 

1 

1 

■yi 

11! 

iSl! 

II 

1 

1 

jgl! 

i 

HI  HH 

Ii  ails 

ii 

muuKi 

niai^ 

ihii 

::3R 

|ai 

i»l 

lljj 

aai 

ii 

r KiOiMai 

iullfiS 

ipppiy 

yiSilElfflriy 

iii 

i 

1 

i^y 

lyy 

yyi 

"IS 

ielli 

-Si 

■SliS 

I'iE 

ii|«! 

kI 

iii 

::: 

ii 

i»  *L  ». 

aii  Lii 

li 

ill 

ii  1 

IIIII 

*aii.*ariai»iii:” 

: rbbb::::  srbrr: 

ssiriii 

m 

SI: 

1 

il 

i 

n-y 

11 

I 

11 

EE 

m 

HIj 

r: 

iii 

ii  bEI 

i iliRi 

iau 

iiia 

eiai 

ii  1 

aai 

ii  uaaai-i-a.aa 

::  BBBRBRRBRr::::. 

Pj 

Dll 

llj 

i 

B 

|f 

'I’ll 

yi 

1 

1 

Ih 

ILy 

fll 

piiii^] 

1 

sr 

lyj 

m 

IR  1 

ieia 

iiii 

::: 

11^ 

iL 

llrl-0 

i li  1 II 

i 

aH 

BR : 

aii 

Ri: 

BR*: 

ii  I 

ii  i 

iii  i 

IIIII 

a asaai^iBR 

II  mrnm 

iimoifmiin 

m 

m 

im 

yi 

if 

H 

ii 

m;p 

il 

ii« 

:h 

yn 

HU 

iL  *!! 

Ilf 

IHH 

IIFI 

i!*.;i 

Hill 

naiaasr^ra****** 

e!::::::;:::.':  lr  :r|. 

aii-yiti 

M 

1 

■s 

Mil 

y-y 

11 

if 

i; 

ii 

1 l:| 

ii 

M 

SI! 

iiii 

:rr 

a " jaij 

HiiroB 

ill!; 

:::■: 

i 

RBR 

P 

aaiiaiBiaB 

BTiBBRs:  ::rb»I^..l 

igl'iyi!l~ 

m 

1 

iaSi 

eeee 

11 

i 

Ip 

Mi 

i U1 

iHHiiBeeiese: 

E 

E 

1 

IH** 

B!  ! 

yi.1 

■■  S5mu 

ii? 

!|i 

la 

i 

II 

ill 

BRR 

IIOIjjlOlBppHHI 

i»S5SS»S««nma? 

ssp^hiri" 

::OT 

g 

mm 

iiit 

Liii] 

fa 

ii 

tji 

US 

■m  f i L ' 

Hi 

ara 

ii"  IS 

iii  Hi 

HH 

iilHi 

Iiiii 

Hip 

RRSRRiaBBBBBRBBaa 

RRyuRR: : 

1 

[» 

0: 

::: 

:i:!l|!i 

W 

ii 

I 

; j [j  j-j-j- 

1 

II 

aai 

ji 

iaii 

ir 

aa* 

HIH 

sun 

pi 

UI-HI 

m 

ii 

OHl 

10 1 

i 

mo 

alii 

Hal 

iloyiiill 

ijaaiiljiliaHaiifai 

OHiliiiaiin 

8 

ip 

”i 

E 

:Sa 

IHI: 

iiy 

Hia 

llali 

iaainaLHIIIilHS*” 

l:iHlaMH:HHi*' 

;;i 

1 

if' 

IfM 

: 

JJ 

i 

■«:: 

p 

if 

m 

il 

1 

RBR 

Hal 

li 

iiliil 

.*a:iain-»:y”:. 

I 

Hull: 

Iff 

is 

i 

d 

Iii 

1 

S;i 

Hsjll 

^S! 

iS 

1 

iaa 

rajj 

il 

iim 

ia 

PiMiiilii 

ERR^BiRsi*: : 

RBRBBRBBBBRB  : E 

1 

llil 

iiii 

uee 

Hlh 

;.eB 

1 

4afuil| 

KeeeRBii 

la 

i ista 

a. 

8! 

•sa 

HI 

Rj 

O-O* 

r:r 

*jyj|p 

aaaa 

imu 

vSSSSi 

iiiii 

lijR 

om 

RRS 

ll^i|a|.iiaiisHia 

RBBBRBBBRBRBBBRfRR 

■■■■■■■•■•■■iRa*  a 

BRRBBBRBRBBBR  B 

RBBRBERBBRBB  B : 

1 

PH- 

i.*i 

**i* 

an 

leee 

aj 

Bl 

1 

iff; 

g;; 

i 

iUiiiiii 

llllllll 

: iMSH 

"a* 

J 

"Hi 

•i? 

r 

a* 

aa 

mr 

:r: 

sHialflpni 

ii 

iHsn 

ill 

om 

IllHi 

Oi 

I 

-a* 

1* 

aai 

aiiiaiii  iiiiii:::::::: 

nyyijiiiiie 

RBBBRRBBBR^BRBRR 

aiiiiiiiiiaai  i i 

IIHIHailllal  1 1 

t ri! 

pi*;. 

e:*i 

Iff 

p 

nSiHii 

HHIIHI 

i IHIH 

alHIH 

iH 

HHI 

0 

:r: 

mr 

•HraiaHai 

HIHjlj 

hlHH 

IHIH 

iHil 

HHI 

Ipll 

yTsi 

mo 

mil 

H3Bi::::i:RRR::c::::: 

yilllHHilHiniinia* 

BBBBBEBBBRn:::  BR 

m 

kii 

if 

jpl 

■ii 

u 

1 

E 

EE 

g 

1 

it 

Mil 

err: 

|| 

i 

IfiSSS 

aia 

siBBB 

aai 

moil  aomoioom 

■aaaaaaaasaaaiaa  a • 

brebbebbebbr:;  : : 

IHHIHaaial  1 1 

1 

I 

jlii 

1 

HI 

: ‘ifff 

laHlall 

fi 

m 

Hirimiim* 

mo 

i| 

ilia 

■lAf» 

atllH  HHHIlHllaiH 

HinHIHaaa  i I 

i 

1 

i;p 

iiii 

ia^iLie 

% 

m 

Mm 

iBiR 

errreea 

B 

B 

i-iilii 

~ii!i 

^ruR 

IHli 

rr; 

r» 

a 

ipll 

:Sn 

InII 

iaaaiiiiiiiii  ii: 

bbbbbrbbbbbbbbrbb: 

liii 

I 

H 

1 

Ik 

jiiii 

kIi 

1 

1 

1 

ii 

1 

I 

p. 

1 

m 

tiff 

1 

a 

y 

L 

lisss 

1 

1 

"la 

*HI! 

i 

lOa:*  OliRR*:!*::*!! 

miipm|i|i||ii[ 

jnilnhiilii;llliihBi 

f:aiiaa|a|:|||f: 

IRBBBUBBBBBBEiBa: 

Fig.  46. 

DRY  COAL  PER  DYNAMOMETER  HORSE-POWER  HOUR  AND  SPEED  OF  LOCOMOTIVE. 
The  greater  uniformity  in  the  coal  rate  per  dynamometer  horse-power  hour  is  characteristic  of  the  superheated 

steam  locomotive. 


101 


Fig.  47.  This  diagram  contains  a number  of  curves  representing 
similarly  other  classes  of  locomotives  that  have  been  on  the  Test 
Plant.  These  locomotives  have  all  been  previously  reported  and 
<are  here  given  for  the  purpose  of  comparison  with  the  E3sd  loco- 
motive. 

182.  It  is  of  interest  to  note  that  at  piston  speeds  up  to  1400 
feet  per  minute,  the  performance  of  the  E3sd  locomotive  out- 
strips all  other  locomotives,  with  the  exception  of  the  Hannover 
Compound  carrying  a low  degree  of  superheat. 

183.  The  K2sa  simple  Pacific  type  locomotive  with  super- 
heater, slightly  exceeds  the  economical  performance  of  the  E3sd 
locomotive  at  speeds  above  1400  feet  per  minute. 

!84.  The  diagram  shows  the  exceptionally  low  water  rate  of 
the  E3sd  locomotive  as  compared  with  the  other  locomotives  at  a 
high  rate  of  speed,  namely,  15.5  pounds  per  i.h.p.  hour  at  a piston 
speed  of  1600  feet  per  minute  and  19.2  pounds  per  i.h.p.  hour  at 
500  feet  per  minute.  At  1385  feet  per  minute  the  water  rates  for 
the  K2sa  and  E3sd  are  alike,  15.6  pounds  per  i.h.p.  hour.  The 
water  rate  for  the  E3sd  is  less  than  that  for  the  E6s  throughout 
the  whole  range  of  piston  speed. 

185.  The  similarity  of  the  curves  for  the  E3sd  and  E6s  loco- 
motives will  be  noticed.  The  cylinders  on  both  locomotives  are 
22  inches  by  26  inches,  and  the  fact  that  they  are  of  like  dimen- 
sions no  doubt  accounts  for  the  similar  decrease  in  the  water  rate 
for  the  two  locomotives,  especially  is  this  true  at  high  speeds. 

186.  Likewise  is  apparent  the  similarity  in  the  shape  of  the 
curves  for  the  E3sd  superheater  locomotive,  and  the  E2a  simple 
saturated  steam  locomotive  at  speeds  below  1000  feet  per  minute. 
These  locomotives  are  similar  in  all  respects,  with  the  exception 
of  valves  and  valve  gears.  The  E2a  locomotive  had  the  Wilson 
slide  valve  and  the  Stephenson  valve  gear. 

187.  Comparing  the  curve  for  the  E3sd  superheater  locomo- 
tive with  that  representing  the  performance  of  the  E2d  saturated 
steam  locomotive  on  this  diagram,  the  benefit  to  be  derived  by 
using  a high  degree  of  superheat  in  preference  to  saturated  steam  is 
at  once  apparent.  By  adding  a superheater  to  this  locomotive  we 
have  affected  an  economy  in  its  water  rate,  based  on  piston  speed, 
of  approximately  25  per  cent.  Both  locomotives  were  tested 
under  similar  conditions  and  were  fired  with  the  same  grade  of 
coal. 


M.  P.  479  C 

t 

1 I loH 

LOCOMOTIVE ; 

TYPE 

CLASS  S3 sd No.  318  ... 

PENNSYLVAN5A  RAILROAD  COMPANY 

PuUaDXI.rHlA,  BalTIMORI  a WARHIKeTOIf  Raiuioad  Cobfart 

Nobtbsbh  Cbrtbal  Railwat  Cobpamt 

WMT  JBR.BT  & SlA.UOBB  RaILBOAD  COMPABT 

tois- 

.11 

11-1- 

n 

8H 

Te* 

^ --A*?  TEST  DEPARTMENT 

EET  NO....M.1.P.5.. 

jtp  of  a Class  ESsd.  Locomotive. 



ouAievin  NO 

. Altoona.  Pa... 

-1913 

1 

ill? 

T|]T 

I 

"Tirn 

ii  if 

if 

Silil 

ttH 

la 

Pi 

•Pllli 

fi 

f f 

1 

1 

tuU 

f-tt- 

ISrt 

f 'PI 

Pi  Hi:;  ■ 

IH.:  ■ 

th 

flli 

p 

p 

fmww 

1 

iii 

fl 

t 

E 

Ttf 

jfr 

ttt 

Tii'i 

1 

mi: 

i!j  i, it  lit! 

!r 

Hit 

f| 

i 

■uii;  - 

!!h 

li 

!j;! 

rt 

4 

\ tyH  jffl  ; m 

[U 

i 

iH 

II 

i 

iu-’j 

I 

■;P;'  |:fi 

it'll 

i 

H 

ffirf 

iK  lili 

A 

ill 

ill 

til 

j 

m 

iiili 

i|[| 

m 

1 

3 

ill  St 

iiil 

iii] 

1 

ill 

t® 

it 

i ‘ p 

t 

i 

i 

H 

4 

W||| 

111 

it 

I 

m 

Sfi  fj]' 

JJ 

1 

jll 

it 

iLii 

11 

$ 

1 

w. 

:^fj 

Sffii 

lilpl 

-r 

ii;| 

Pliji 

• 

!d 

f+r-l- 

Tlij 

llLlEI ’L 

LUili 

3 

p 

^ mlrllJ  r 

il 

1 

m 

]j 

P 

SjT 

P'iP 

ip 

n 

M 

Hh 

Pi 

P 

11 

1 iU’'l 

^ W' 

't  ti 

: m 

r 

1 

|:n- 

I 

fe 

n m 

B 

lit 

JHH 

pp  t 

il 

1 

1 

I 

iftf 

ill 

hP 

is 

1 

1 

■-ilS 

II 

T]: 

i| 

i 

4+  i 

tW 

Titl^ 

1 ' 

P 

:li 

ffl 

s 

Fig.  47. 

PISTON  SPEED  AND  WATER  RATE. 

Between  piston  speeds  of  700  and  1400  feet  per  minute  the  E3sd  simple  superheated  steam  locomotivf:'- 
outstrips  all  other  locomotives  previously  tested  on  the  test  plant.  The  simple  superheated  steam  locomotives 
(K2sa,  E3sd,  E6s  and  K29s)  at  piston  speeds  above  950  feet  per  minute  show  better  results  than  the  othe.' 
locomotives. 


103 


188.  Again  attention  may  be  called  to  the  economy  that 
may  be  derived  from  the  use  of  highly  superheated  steam  in  a 
simple  engine.  The  curves  in  the  diagram  (Fig.  47),  show  con- 
clusively the  economy  to  be  obtained  above  that  received  from 
compounding  or  using  a low  degree  of  superheat  in  a compound 
locomotive. 

189.  Fig.  48  is  presented  to  show  the  relation  between  the 
cut-off  in  per  cent,  of  stroke  and  the  superheated  steam  in  pounds 
per  indicated  horse-power  hour. 

190.  Fig.  49  illustrates  graphically  the  relation  between  the 
indicated  horse-power  developed  and  the  cut-off  at  the  different 
speeds  the  locomotive  was  operated.  These  speeds  in  r.p.m.  are 
printed  above  their  respective  points. 

Maximum  Power  of  Locomotive. 

191.  The  drawbar  pull  that  the  E3sd  locomotive  is  able  to 
develop  and  sustain,  is  worked  up  in  a manner  previously  de- 
scribed in  Bulletin  No.  5,  “Tests  of  an  E2a  Locomotive,”  pages 
27  to  32  inclusive.  This  method  has  been  used  in  all  tests  pre- 
viously reported.  A portion  of  the  necessary  data  is  obtained 
from  Figs.  48  and  49,  given  in  this  Bulletin. 

192.  The  relation  between  the  speed  and  drawbar  pull  is 
shown  graphically  in  Fig.  50.  The  dotted  lines  indicate  the 
drawbar  pull,  which  may  be  expected  for  cut-offs  ranging  from  20 
to  50  per  cent. 

193.  The  maximum  drawbar  pull,  represented  by  the  solid 
line  or  curve,  at  a speed  of  38.5  miles  per  hour  is  15,000  pounds, 
when  the  cut-off  is  50  per  cent,  of  the  stroke.  In  other  words, 
at  50  per  cent,  cut-off  the  capacity  of  the  boiler  will  not  be  over- 
taxed providing  the  locomotive  is  operated  at  a speed  of  38.5 
m.p.h.  or  less.  On  the  other  hand,  if  we  exceed  this  speed,  the 
cut-off  must  be  reduced  to  less  than  50  per  cent. 

194.  The  following  table  (XVIII)  illustrates  the  maximum 
calculated  drawbar  pull  for  this  locomotive  (E3sd)  for  speeds 
ranging  between  37  and  75  miles  per  hour: 


104 


LOCOMOTIVE : 

TYPE....4^?r4-B....- 

..ISi4 No.. 


318 


M.  P.  <79  C 

PENNSYLVANIA  RAILROAD  COMPANY 

Pnii.Ai>BLniu,  BArmou  A WAcm>«T<n>  Baelboad  Comtamt 
NoBnBBX  CUTHAl.  BaILWAT  CoarAMT 
Waax  Jbbait  * Sbaabou  Bailmad  Coktaiit 


SHEET  No.._..lPrJl.l.0.$ 


TEST  DEPARTMENT 


Bulletin  No.. 


Altoona.  Pa..* 


11-1-1913 


Fig.  48. 

STEAM  PER  INDICATED  HORSE-POWER  HOUR  AND  CUT-OFF. 

This  figure  is  used  in  calculating  the  maximum  drawbar  pull.  The  “X”  on  each  speed  line  indicates  the 

critical  cut-off  for  that  speed. 


iOo 


LOCOMOTIVE : 
TYPE_..i-fcr*L._. 

CLASS  No..;51Ji. 


M.  P.  47«C 

Pennsylvania  Railroad  Company 


NoBTMan  CtanAj.  Railwat  Coxtaht 
Wmt  Jnurr  t Bsaabobs  Bailboad  Cokpaxt 


SHEET  No — JErrU,.0.7 


TEST  DEPARTMENT 


Btaistin.  No. 


IX 


Altoona.  PA.Jl.lr!lr.I913 


Fig.  49. 

INDICATED  HORSE-POWER  AND  CUT-OFF. 

This  figure,  together  with  Fig.  48,  is  used  in  calculating  the  maximum  drawbar  pull.  The  " X " on  each  speed 
line  indicates  the  critical  cut-off  for  that  speed. 


106 


LCXIOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

PnUlDSLTRIA,  BAl.TniOBB  A WARHlHeTOa  Raiuioad  ConrAJfT 
' Tm”’^ <«1  a NoBTHIBB  CBMTBAI.  Ri.II.WAT  COWABT 

CCAStS  No.  ..?."?!. Wbrt  Jbbsbt  A Bbaabobb  Baii.boai>  Coctabt 

_ TEST  DEPARTMENT 

SHEET  No 

.TsfttB  Of  ..a..OlJuiis.  .B3sd...li0<>.0BiotiiTft.. 


Bolletln  No XI 

Altoona.  PaJUIL-I-ISIS 


Fig.  50. 

DRAWBAR  PULL  AND  SPEED  OF  LOCOMOTIVE. 

This  diagram  shows  the  actual  and  calculated  drawbar  pull  at  speeds  from  28  to  84  miles  per  hour- 


107 


TABLE  XVIII. 

Atlantic  Type  Locomotive,  Class  E3sd,  No.  318. 


Speed  in 

Cut-off 

in 

Per  Cent, 
of 

Stroke 

Steam 

per 

i.h.p.hour 

Pounds 

Maxi- 

mum 

Cylinder 

Horse 

Power 

Total 

Steam 

Per 

Hour 

Pounds 

Average 

Machine 

Friction 

in 

d.h.p. 

Poimds 

Estimat- 

ed 

Maxi- 

mum 

Drawbar 

Pull 

Pounds 

Actual 

Maxi- 

mum 

Drawbar 

PuU 

Pounds 

r.p.m. 

m.p.h. 

1 

2 

3 

1 

4 

5 

6 

7 

8 

9 

160 

37.34 

45.8 

1 

19.22  ^ 

! 

1770 

34019 

1 

2105 

15235 

16300 

200 

46.68 

44.6 

18.001 

1890 

34020 1 

2103 

12642 

13300 

240 

56.02 

43.4 

17.35 

1965 

340921 

2438 

10613 

10700 

280 

65.35 

41.0 

16.90 

2015 

34053  I 

2848 

1 9022 

8500 

320 

74.69 

36.0 

16.22 

2100 

34020 

3222 

8003 

6900 

195.  The  maximum  evaporation  of  this  locomotive  was 
approximately  34,000  pounds  of  water  per  hour,  which  was 
maintained  for  one  hour’s  nm,  as  shown  in  test  3139,  Table  XIII. 

196.  Referring  to  Figs.  48  and  49,  the  critical  cut-off  is  desig- 
nated by  a cross-mark  on  each  of  the  several  curves.  The  prod- 
uct of  the  steam  consumption  (Fig.  48)  and  the  indicated  horse- 
power (Fig.  49)  for  each  critical  cut-off  will  approximate  34,000 
pounds  (the  maximum  steam  capacity)  shown  in  column  6 of 
Table  XVIII.  The  figures  under  columns  3,  4 and  5 were  like- 
wise obtained  from  Figs.  48  and  49. 

197.  Figures  under  column  7 represent  the  average  frictional 
drawbar  pull  in  pounds,  assumed  as  the  average  for  the  whole 
series  of  tests  given  in  Table  XIX,  column  397.  This  frictional 
loss  amounts  to  2541  pounds. 

Column  8,  the  estimated  maximum  drawbar  pull  in  pounds 
for  each  speed,  is  obtained  by  the  formula: 

WX375 

S 

Where  P = maximum  drawbar  pull  in  pounds. 

W = maximum  indicated  horse-power. 

S ==  speed  in  miles  per  hour. 

F = average  frictional  drawbar  pull. 


108 


198.  Fig.  51  is  presented  to  illustrate  graphically  the  draw- 
bar pull  throughout  the  speed  range  of  this  locomotive.  There 
is  also  plotted  on  this  sheet  the  maximum  drawbar  pull  for  the 
E2d  saturated  locomotive.  This  saturated  steam  locomotive  has 
cylinders  20^  inches  by  26  inches.  Thus  the  E3sd  and  E2d  are 
similar  in  nearly  every  respect  with  the  exception  that  the  E3sd 
is  equipped  with  a superheater,  an  arch  and  larger  cylinders, 
which  account  for  its  increased  drawbar  pull. 

199.  An  analysis  of  the  plot  shows  that  by  adding  a super- 
heater and  larger  cylinders  to  this  E2d  locomotive  we  have  in- 
creased its  drawbar  pull  approximately  38.8  per  cent,  at  50  miles 
per  hour  and  14.4  per  cent,  at  a speed  of  20  miles  per  hour  above 
the  drawbar  pull  obtained  for  the  E2d  locomotive.  The  curve 
for  the  drawbar  pull  of  the  E2d  locomotive  is  representative  of 
this  type  and  class  of  saturated  steam  locomotive. 


109 


M.  P.  <79  C 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TV»r  A ji  n Phiuldupbli,  B^moRV  & Washirston  Railsoad  Coxpaxt 

' — ftasftwA — Nobth»hn  Czntral  Bailwat  Coufart 

CLASS....^^.0id-. No.-.?’!'8 Wmt  Jsbaxt  A Ssashobz  Bailaoad  Coxtaxt 

, TEST  DEPARTMENT 

SHEET  No._P-llQSf .... 




Bullatla  

Altoona,  PaAI^I-I^IS 


Fig.  51. 

DRAWBAR  PULL  AND  LOCOMOTIVE  SPEED. 

. His  diagram  sMows  drawbar  pulls  for  the  E2d  saturated  steam  locomotive  as  cornpared  with  the  increased 
drawbar  pulls  obtained  from  the  E3sd  superheated  steam  locomotive 


no 


Steam  Consumption  per  Dynamometer  Horse-Power  Hour. 

200.  Fig.  52  shows  the  steam  consumption  per  dynamometer 
horse-power  hour,  plotted  with  the  speed  in  miles  per  hour,  and 
shows  the  gradual  increase  in  steam  consumption  as  the  speed  of 
the  locomotive  is  increased.  The  points  all  lie  in  a zone  area  as 
in  the  case  of  the  E6s  locomotive,  shown  in  Fig.  66,  Bulletin  No. 
21.  The  various  points  are  marked  according  to  their  respective 
cut-offs.  It  may  be  observed  that  there  is  no  definite  relation 
between  speed  and  cut-off. 

201.  Above  on  the  same  diagram  is  also  graphically  pre- 
sented the  steam  consumption  in  pounds  per  dynamometer 
horse-power  hour  at  various  speeds  for  the  E2d  saturated  steam 
locomotive. 

202.  The  saving  in  the  water  rate  per  dynamometer  horse- 
power hour  for  the  superheater  locomotive  above  that  of  the 
saturated  steam  locomotive  is  34  per  cent,  at  speeds  ranging  from 
30  to  55  miles  per  hour. 


Least  Back  Pressure. 

203.  The  rapid  increase  in  back  pressure  for  the  E3sd  loco- 
motive as  the  dynamometer  horse-power  is  increased  is  shown  in 
Fig.  53,  varying  from  1.7  to  12.7  pounds.  The  relation  is  very 
similar  to  that  shown  between  the  least  back  pressure  and  the 
indicated  horse-power  presented  graphically  in  Fig.  39  of  this 
Bulletin. 

204.  A comparison  with  the  curve  above  on  this  diagram 
(Fig.  53)  representing  the  E2d  saturated  steam  locomotive  simi- 
larly shows  the  greater  increase  in  the  least  back  pressure  for  the 
locomotive  using  saturated  steam  as  its  dynamometer  horse-power 
is  increased. 

205.  In  this  instance  it  will  be  observed  that  the  increase  in 
least  back  pressure  for  the  E2d  saturated  steam  locomotive  ranges 
from  79  per  cent,  at  500  d.h.p.  to  82  per  cent,  at  1150  d.h.p.  above 
that  obtained  from  the  superheated  steam  locomotive. 


Ill 


LOCOMOTIVE ; 

TYPE 4-^2 

CLASS. 


ESsd 


M.  P.  479C 

Pennsylvania  Railroad  Company 

PaiLAOCLFaiA,  BaI^TOIOBI  a WASHnSTOH  Railboad  Comfaxt 
__  _ Nobtbbbjt  Cbhtbai.  BaIlwat  Cobfabt 

No. Wbst  Jbbsbt  a Sbaihobb  Railboad  CoarAHT 


SHEET  No. S-IUO. 


TEST  DEPARTMENT 


Bulletin  No. 


Altoona.  Pa. 


U-M919 


Fig.  52. 

WATER  RATE  PER  DYNAMOMETER  HORSE-POWER  HOUR  AND  SPEED. 

The  use  of  superheated  steam  on  this  E3sd  locomotive  effects  a saving  of  34  per  cent,  in  steam  for  speeds 
ranging  from  30  to  55  miles  per  hour. 


112 


M.  P.  <79  C 8 I 10« 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TVB«r  Phii.u>*iphia,  Bax.tixorc  a WABHWaTOM  Raiuboad  Compajit 

Nobthbbn  Cbbtbal  Railway  Cobpabt 

CL.ASS  S30&  No.  3X9  Wb«t  Jbbsit  a Bbabbobb  Railboad  Coxpamt 

_ TEST  DEPARTMENT  BullOtln  NO. 

SHEET  No 

T^sts  Of  a Class  E5sd  LooamotiTe  Altoona.  Pa  11-1-1913 

llfj 

1 

1 

1 

1 

1 

1 

1 

1 

±■.1, 

T-ri 

m 

1 

1^ 

I 

1 

1 

1 

Isr 

1 . i ' ! 

ffTlTI 

ilLI 

itfi 

EiOl 

-si 

- -I-; 

TTHTTF] 

i 

1 

1 

ill 

1 

± : i : 

ill 

m 

il. 

L 

1 

1 

1 

1 

1 

1 

m 

teiPa.!: 

1 

fc- 

"!• 

ft 

r. 

I ’ : 

• — f-r- 

P 

'T1 

§ 

il 

If 

g 

1 

1 

If 

j-l 

lift 

;lp|;  [III 

ilB 

mo 

lip! 

ESEESe 

eMeM 

111  is  isM 

mmiH 

s 

II 

ijl! 

w 

Pi 

ft." 

E:S : . 

SSKS8 

MMM 

ii!  EE  Iss: 

ftj- 

W; 

iiffl 

[:  -jj-H-  j: : iJ 

i 

!i»S 

HHiHii 

i’EIKii 

HH: 

Sf  ■ £ 

h-  S ■' 

i:::: 

9 

EEEE  :::: 

:ll  is::::::: 

' {t|- 

" .Txr  it  IE 

1 1 ] 

mm 

; S ri 

[T 

9 

il 

Ill 

EEEEEE 

EEHEE 

EISEEE 

MH!  isii 

EEE  EE  he: 

EEC’EE  EEEE 

ill 

iiil 

i 

1 

1 

mm 

1 

OlO 

WM 

fJll 

. she; 

iiii 

EBt: 

1 

li 

■iljf!; 

[-ft 

3± 

::::::: 

T f ■ ^ 

lii  M isi: 

::::  :::• 

Hi  iiiHii: 

iiii 

m 

ftft;  j-i  illj 

Il  J 

ftS 

i|  ij. ' ftjj 

ii  iiiii 

iiil 

ill 

ftp 

II 

11 

il 

Illll  mi 

till  111! 

»Hi:Ei: 

U1 

Hi 

EEHE 

!HH 

m 

MM 

/‘i  iiiH 

1 

li 

PF 

y| 

; . . i . L 11  |J.  .A 

ff  ft  ^ 

■ X : ftt 

i ft 

EEEEEE 

::::  :i:: 

ii:  iHMiii 

t : 1 1 i icft 

1 1 H 

j-ijj- 

ftS 

llli  lilli 

•^EEE 

fi  '^ftt  ft 

Iii 

: ..t:  Elf 

E'  ft  £ 

' ^ 

: SEE 

EEE  EsJeH 

::::  eeu 

:::  sir:  i 

SEE 

p ! “ : if 

+ i 3 

Iii:  HEEi 

5&  Iw  H 

mi 

|:| 

6Si 

ii 

lllilHif! 

EEEE  re; 

he!  see: 

ii:  iiiiiiii 

SEE  EHEEES: 

IP 

Jlli 

iHiii  Hi 

til 

li 

IPilP 

Illll 

1111 

PttilT 

^ri:: 

1 

li 

:!  ijifi 

Ip" 

ft 

lill 

ill  [Kllli 

lill 

::::  eeeeeeee 

iii’  iiiii  li 

!!!:[ 

Iii'- 

iliiii  Hi 

li] 

m 

liillll 

mfi 

■iiil 

1^111 

il 

[iiMlI 

IHHII 

11 

11 

lymyi! 

s HI 

iiiir 

lyuip 

ii  iiisi  ' 

Ill 

HI 

illll 

Ijill 

I 

iiiii:  iii 

filig  $ 

lit:: 

iiiii 

i*l*’ 

il 

1 l![llll 

ill 

hH  Pi 

iPJl 

pill 

1 

Im 

i 

i|:; 

M 

EIseeI  Mi! 

EEtES:  ERE 

llllllil 

If  i?5;i 

p 

1 

llip 

H'M 

'REE 

1 s 

E i 

yi 

EH  EH 

Hli  ui 

iiii 

ililll 

mf 

il 

■I'S 

'IH 

iSli 

mmii 

!■[!  iiir 

1 

lilllsKs 

{Hii 

ii 

mil 

ii“.:H 

•*:« 

IIII 

8 

j!i8 

pi 

II 

III 

Mill 

i 

Bjl 

1 

1 

Ijiiff  Ir 

M m 

IH! 

1 

im 

II 

pp 

mi 

dll  1 

Jlli 

idH 

m 

ftSP 

Iii 

ij 

II 

:]  i; 

®F 

II 

I 

1 

Ij 

1 

mm 

4 

L Hi  1 1 

[111 

!H|i 

H'e 

iillil  ill 

HH 

0.111101 

IF 

lill 

ftft  t ft 

S.ii 

iii  i i' 

SEES 

EEEE'' 

.{ii 

tm 

nTRi 

Trtttt-ttr 

Hs  H i? 

ttljlH 

::::  tsis 

I 

1 

■ Ml  i : ! 

yyiiH^ 

Wi 

iiii 

aij 

ilii 

HH 

ll'M 

lilli 

001 

iHii 

mo 

iHiii  lii 

iiiiii^ 

lillH-lill 

iiiiiiIp 

::i:i:  si: 

1 

im 

n 

1 •! 

i.*i 

1 i 

H**i 

•*11111h 

III 

HI 

Iiiii" 

m 

i 

1 J 

ftfl 

ftj 

1 

iHi 

4 jffl  irri'  Si  Jj:  I 

I : : : iff 

HE 

5-- ftp -- 

* 

Yiftfc  If 

MESKESS: 

SSSK 

Hhe*e 

3t  tH 

^ rr 

ft  .I  ^ ft  ft 

1;^ 

■ 'ft 

mm 

Sf  tH- 

P 

HEEEKEE 

:: : 

; : 

•*ii:HH 

ftft  'ft 

li 

I d;  fti-rfu 

If 

f Tf : 

fei] 

J44:4ifiiU 

.jsg 

Mi:! 

’iiUHiii 

i:::::  :i:: 

H 

E s 

iiiii* 

Sft  ft ' ' 

-T 

■■fill- 

ftjft 

il!!l 

iHHiilll 

in 

n 

'* 

Siljf- 

1 

ii 

S 

I 

ly 

il 

iii 

mnn 

I r ■ ftf  ft  ^ 

::::i 

1 

111 

h • 

>”  ‘"IH 

ti  Ksl  “ 

II IIIL 

ii  ii|! 

l|i 

■ 

EEEHE 

II  Iii 

ii  1 Oil, 

t: 

Hi 

i:  1 

1^1 

1 i 

iiilL 

Iiii 

“iiiii. 

llli, 

Hiiir 

lim 

ill™ 

plji 

1 

if 

il 

1 

:: 

y 

1 

i:  Hi: 

ii  llli 
ij,.liir 

iUf 
iL  lill- 

mii 

lliltil 

pees:  I 

: sliy  i 
.1111 

w 

HiiHigii 

i.SHi1il|! 

Ifillil 

ill*  lill  il 

IJlllHi 

sehr:*: 

lillllU 

p 

HEi::: 

hse::::i 

iH 

il  lOH 

iMi 

il  Illll 
II 1110 

00*1 

He’s 

#1 

11 

11 

II 

EE  1 

HJ 

: : 

i-i 

P"! 

id 

Pi 

Iiiii 

iiiis 

JIO 

Illll* 

PIP'" 

Hill 

If 

fit 

it 

n 

4 

1 

-U- 

1 

pl]i! 

II  il 

ill 

m 

i 

Pii 

HI 

li  iiiii 

imfillii 

IS 

f 1 

ir 

sPlHP 

it.  1 

iifilii 

Piij 

|;i 

;|i 

illll; 

■ 

m 

iii 

n 

i 

m 

1 

1 

«ii 

III 

lillHl 

liiiiiiii 

H 

li 

f8 

Fig.  53. 

LEAST  BACK  PRESSURE  AND  DYNAMOMETER  HORSE-POWER. 

This  diagram  shows  the  greater  increase  in  the  least  back  pressure  of  an  E2d  locomotive  using  saturated 
steam,  compared  with  the  E3sd  superheated  steam  locomotive  throughout  the  entire  range  of  dynamometer 
horse-power. 


113 


Machine  Friction. 

206.  Under  the  heading  “Machine  Friction,”  there  is  given 
in  Table  XIX,  together  with  the  test  number  and  test  designation, 
the  machine  friction  expressed  in  terms  of  horse-power,  mean 
effective  pressure  in  pounds  per  square  inch,  drawbar  pull  in 
pounds,  steam  to  engines  in  pounds  per  hour,  dry  coal  fired  in 
pounds  per  hour  and  the  machine  efficiency  in  per  cent.  The 
table  is  arranged  in  order  acco-ding  to  speed  and  cut-off.  The 
cut-off  at  each  speed  is  increased  throughout  each  range  of  speed. 

207.  The  machine  friction  causes  approximately  3000  pounds 
loss  in  drawbar  pull  when  at  the  lower  speeds,  but  as  the  speed 
increases,  it  decreases  to  a minimum  loss  of  1665  pounds  at  46.68 
miles  per  hour,  and  as  the  speed  increases  from  this  point  to  74.7 
miles  per  hour  the  machine  friction  loss  also  increases  to  approxi- 
mately 3300  pounds.  The  tests  at  84  miles  per  hour  were  run  for 
a period  of  only  30  minutes  and  it  is  noticeable  that  the  machine 
friction  dropped  to  2600  pounds.  It  is  questionable  whether  2600 
pounds  may  be  considered  representative  at  84  m.p.h.  on  account 
of  the  short  duration  of  the  tests. 

Efficiency  of  Locomotive. 

208.  In  Fig.  54  is  presented  graphically  the  relation  between 
machine  efficiency  and  the  speed  of  the  locomotive  in  miles  per 
hour.  To  furnish  a more  comprehensive  idea  of  the  performance 
of  the  locomotive  in  respect  to  this  particular  feature,  curves 
representing  the  Hannover  Compound,  the  class  K29,  K2sa,  E6s, 
E6  and  E2a  locomotives  are  given. 

209.  It  is  characteristic  of  this  locomotive  as  of  the  other 
locomotives  shown,  that  the  machine  efficiency  decreases  as  the 
speed  of  the  locomotive  increases.  The  machine  efficiency  was 
85  per  cent,  at  35  m.p.h.  and  decreased  to  67  per  cent,  at  85  miles 
per  hour. 

210.  Between  the  speeds  of  30  and  35  miles  per  hour,  the 
machine  efficiency  of  the  E3sd  is  greater  than  that  of  the  E6s, 
while  at  greater  speeds  the  efficiency  of  the  former  falls  below 
that  of  the  E6s  locomotive. 

211.  The  thermal  efficiency  based  on  the  fuel  fired,  is  shown 
graphically  in  the  lower  portion  of  this  diagram.  It  is  seen  that 
the  thermal  efficiency  of  this  locomotive  is  slightly  below  that  of 


M.  F,  478-A  ■ 

3G1  4-28-12 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

T Philadelphia.  Baltimore  & Washington  Railroad  Company 

* Northern  Central  Railway  Company 

CLASS  No .V.X.fi!..*  West  Jersey  & Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin  NO 

Sheet  

Teete  of  a Cli^.W  Altoona.  PA..llrlrl?.13 


MACRINE  ?RICTION 


Test 

Test 

Dura- 

Uachine  Friction  in 

Machine 

No. 

tion 

Horse 

[Mean  Effective 

Draw- 

Steam to 

Dry  Coal 

Effici- 

Deslgna- 

of 

Pressure  Pcunde 

bar 

Fhgines 

Fired  per 

Test 

Per  Square 

Pull 

Pounds 

Hour 

ency 

tlon 

Mine. 

Power 

Inch 

Pounds 

Per  Hour 

in  Pounds 

Percent 

396 

396 

397 

398 

3111 

120«20-P 

120 

248.2 

20,84 

3324 

7401 ;3 

848.8 

66.77 

3112 

120«30-P 

120 

234.5 

19.74 

3140 

5883.6 

738.7 

75,19 

3137 

120-40-P 

120 

180.5 

15.20 

2417 

3850.1 

541,5 

84,46 

3121 

160~30-P 

120 

192.5 

12,16 

1933 

3892,4 

451,0 

83,88 

3113 

160-35-F 

120 

216.1 

13.65 

2170 

4611.6 

581,3 

83.55 

3114 

160-45-P 

90 

237.6 

15.00 

2386 

5201.1 

860,1 

85.04 

3133 

160-50-P 

60 

192.2 

12,14 

1930 

3855,5 

703,5 

88.67 

3136 

200-20-P 

120 

207,2 

10.47 

1665 

4247.6 

551,2* 

81,65 

3115 

200-35-.P 

120 

310.1 

15,66 

2492 

6670.3 

1010,9 

79.98 

3134 

200-36-P 

60 

273,3 

13,81 

2196 

5353.9 

923,8 

82,88 

3135 

200-35-P 

60 

235*2 

11,88 

1890 

4449.9 

642.1 

85.06 

3124 

200-45-P 

90 

262,6 

14,28 

2271 

5945,9 

1008,9 

64,48 

3117 

240-20- P 

120 

358.4 

15,09 

2400 

7723.5 

1021,4 

72,76 

3116 

240-35-P 

90 

385,5 

16,23 

2581 

8218.9 

1264,4 

77,64 

3109 

240-45-F 

60 

327.4 

13.78 

2192 

7330,5 

1219.9 

82,41 

3139 

240-45-P 

60 

384.9 

16.20 

2581 

8235.9 

1464.5 

80.35 

3119 

280-20-P 

90 

575.3 

20,76 

3302 

13605,8 

1933.0 

62.50 

3122 

280-30-F 

60 

456.1 

16.42 

2612 

9693,6 

1588,3 

73.03 

3125 

280-35-? 

60 

468,5 

16,54 

2631 

9711.0 

1609.3 

75,33 

3126 

320-20-.? 

60 

704.0 

22.23 

3535 

18522,2 

2893,4 

56,65 

3128 

320-25-.? 

60 

551.1 

17.40 

2768 

12603.7 

1906.8 

68,31 

3127 

320-30-P 

60 

669,6 

21,14 

3363 

16565,9 

3173,9 

63,90 

3142 

360-25-F 

30 

505,4 

14.18 

2256 

10946,9 

2041.8 

71.56 

3143 

360-25-P 

30 

662.1 

IB.  58 

2956 

15930,1 

3025.8 

64.27 

Sheet  No. 


Table  XIX. 

MACHINE  FRICTION. 

The  locomotive  friction  in  terms  of  drawbar  pull  in  pounds  averages  2541  pounds  for  the  tests  on  this  locomotive. 


115 


LOCOMOTIVE  i 

TYPE.....4rf!fcf2.... 
CLASS  ..JlSttl. 


M.  P.  479  C 

Pennsylvania  Railroad  Company 

PBUjlDSLfRIA,  Baltixobi  A Wabhdiotoh  Railboad  Cokpakt 
Nobtbibn  Cihtbai.  Rah-wat  Cokpaht 
NO...JSI.61 Wbst  Jbbbbt  a Bbashobb  Raiijk>ai)  Coxpamt 


TEST  DEPARTMENT 


Bulletin  No.  .11 


SHEET  No Pr?llX9. 

..a  Qlass  Altoona.  Pa..11-.1-191? 


Fig.  54. 

LOCOMOTIVE  AND  MACHINE  EFFICIENCY  AT  VARIOUS  SPEEDS. 

The  machine  efficiency  for  this  locomotive  compares  favorably  with  that  of  the  other  Atlantic  type  class 
E locomotives.  The  locomotive  efficiency  equals  that  of  the  E6s  locomotive  at  speeds  between  42  and  50 
miles  per  hour. 


116 


the  E6s  locomotive,  except  at  speeds  ranging  from  42  to  50  miles 
per  hour,  when  the  efficiency  of  each  is  practically  equal. 

212.  The  advantages  offered  by  the  addition  of  a super- 
heater and  arch,  are  shown  when  comparing  the  curves  for  the 
E3sd  and  E2a  locomotives.  As  mentioned  previously,  the  E2a 
locomotive  used  saturated  steam  in  smaller  cylinders  and  did  not 
have  an  arch,  otherwise  it  was  similar  in  construction  aside  from 
valves  and  valve  gear. 

213.  The  study  of  these  ciu*ves  points  out  strongly  the  ad- 

vantage of  using  a high  degree  of  superheat  in  locomotive  opera- 
tion. * 

Superheat  and  Thermae  Efficiency. 

214.  Fig.  55  is  furnished  to  show  just  what  effect,  if  any, 
the  use  of  varying  degrees  of  superheat  supplied  to  the  cyUnders 
of  a locomotive  of  this  class,  had  upon  its  thermal  efficiency. 

215.  In  the  upper  portion  of  the  diagram  is  plotted  the  de- 
grees of  superheat  in  the  branch  pipe.  In  the  lower  portion  of 
the  diagram  is  similarly  plotted  the  degree  of  superheat  in  the 
exhaust.  The  area  intervening  between  the  two  curves  repre- 
sents the  amount  of  heat  utilized  by  the  locomotive.  As  shown 
before  in  Bulletins  Nos.  21  and  18,  these  curves  have  a tendency  to 
parallel  each  other.  The  difference  between  the  superheat  in 
the  live  and  exhaust  steam  is  nearly  constant.  From  an  analysis 
of  the  data  it  appears  that  whenever  there  is  an  increase  in  the 
superheat  in  the  branch  pipe,  there  is  a corresponding  increase 
in  the  exhaust  superheat,  and  further,  the  conditions  under  which 
the  tests  are  run  have  a marked  influence  on  the  thermal  effi- 
ciency, more  so,  in  fact,  than  the  temperature  of  the  superheated 
steam  admitted  to  the  cylinders. 

216.  Above  the  various  points  representing  branch  pipe 
steam  temperatures  are  printed  the  corresponding  rates  of  equiv- 
alent evaporation  per  hour  in  pounds.  At  the  maximum  rate 
or  46,078  pounds  per  horn,  the  thermal  efficiency  was  4.59  per 
cent,  while  the  highest  efficiency  or  7.08  per  cent,  was  attained 
when  the  evaporation  rate  reached  but  27,349  poimds  per  hour. 

CoAE  AND  Water  Saving. 

217.  A previous  discussion  of  the  economy  effected  in  the 
consumption  of  fuel  and  water  through  no  other  change  than 
the  apphcation  of  a superheater  to  a locomotive,  was  presented 


117 


LOCOMOTIVE ; 

TYFE....!^4r:2 - 

£36d 


318 


.T^UU 


M.  P.  ‘*79  C 

PENNSYLVANIA  RAILROAD  COMPANY 

PHILAPgLTHIA,  B^TtMORI  A WAgBtRGTOH  RaIPBOAP  CoKPAlfT 
Nobtribh  Ckbtbal  Railwat  Cohpabt 
West  Jbbsbt  A Sbasbobb  Raiuioad  Cohpabt 

— TEST  DEPARTMENT  Bulletin 


No. 


11 


Fig.  55. 

SUPERHEAT  AND  THERMAL  EFFICIENCY  OF  LOCOMOTIVE. 
The  therma'  efficiency  increases  as  the  superheat  decreases. 


118 


in  Bulletin  No.  21,  pages  143  to  147  inclusive,  “Tests  of  a class 
E6s  Passenger  Locomotive,”  of  the  Atlantic  Type. 

218.  The  comparison  was  made  between  an  E6  Atlantic 
type  simple  saturated  steam  locomotive  and  an  E6s  locomotive 
similar  in  every  way  with  the  exception  that  it  contained  a 
Schmidt  superheater.  The  text  referred  to  states  the  saving  to 
be  obtained  through  the  use  of  the  superheater  as  follows : 

(а)  The  saving  in  water  of  28  per  cent,  at  the  full  load 

of  the  E6  locomotive. 

(б)  A saving  in  fuel  of  30  per  cent,  assuming  the  normal 

full  load  of  the  E6  locomotive  to  be  1200  horse- 
power. 

(c)  Thus,  the  capacity  of  the  E6s  locomotive  was  in- 
creased approximately  30  per  cent,  above  that  of 
the  E6  saturated  steam  locomotive  through  the 
application  of  the  superheater. 

219.  We  are  now  able  to  make  a similar  comparison,  but 
under  more  ideal  conditions,  between  the  E3sd  and  E2d  At- 
lantic type  simple  locomotive. 

220.  When  the  E6  saturated  steam  locomotive  was  modified 
to  use  superheated  steam,  the  same  cylinder  dimensions  were  re- 
tained, as  were  originally  used  for  saturated  steam.  A just  com- 
parison illustrating  the  full  advantage  to  be  obtained  by  super- 
heating was  impossible  for  that  reason.  Theoretically  it  was 
apparent  that  to  derive  the  greatest  benefit  from  the  use  of  super- 
heated steam  the  diameter  of  the  cylinders  should  have  been 
increased.  This  fact  was  brought  out  in  the  tests  of  the  E6s 
superheated  steam  locomotive  (Bulletin  No.  21,  Par.  12  of  Con- 
clusions). 

221.  The  E2d  locomotive,  as  originally  designed  for  satu- 
rated steam,  had  cylinders  20J  inches  in  diameter.  The  E3d 
locomotive  to  which  a superheater  was  applied  has  a diameter  of 
cylinder  of  22  inches.  This  enlargement  of  the  steam  cylinders 
has  been  instrumental  in  producing  an  economy  in  the  water  and 
fuel  rate  with  the  use  of  superheated  steam  which  is  remarkable. 

222.  Both  locomotives  were  hand-fired.  As  previously 
mentioned  the  only  differences  existing  between  the  E2d  and 
E3sd  locomotives  were,  that  the  latter  had  a superheater,  an 
arch  and  a larger  cylinder  diameter. 


119 


223.  In  order  to  present  more  dearly  an  idea  of  the  saving 
in  steam  obtained  from  the  E3sd  superheated  steam  locomotive, 
three  curves  are  shown  in  Fig.  56.  These  illustrate  the  weight 
of  steam  used  per  dynamometer  horse-power  hotu  by  the  super- 
heated steam  locomotive,  the  saturated  steam  locomotive  and 
the  saving  in  per  cent,  by  using  superheated  steam. 

224.  The  saving  in  steam  is  seen  to  increase  rapidly  with 
the  increase  in  power.  The  economy  ranges  from  6 per  cent,  at 
500  d.h.p  to  31  per  cent,  at  1150  d.h.p.,  the  maximum  power  of 
the  E2d  saturated  steam  locomotive. 

225.  As  mentioned  previously  in  this  Bulletin  we  are  unable 
to  plot  comparative  curves  showing  the  saving  in  fuel  based  on 
the  dynamometer  horse-power  output  of  the  E2d  and  E3sd  loco- 
motives. This  is  due  to  the  fact  that  the  majority  of  tests  per- 
taining to  the  locomotive  performance  of  the  E2d  saturated 
steam  locomotive  were  of  such  short  duration  as  to  make  their 
fuel  rates  unreliable  as  a basis  of  comparison. 

226.  However,  a test  made  on  the  E2d  saturated  steam 
locomotive,  of  an  horn’s  duration,  may  be  offered  to  give  some 
idea  of  the  fuel  economy  to  be  obtained  from  the  E3sd  locomotive 
when  compared  with  the  E2d  at  its  maximum  power  output. 
This  test  was  run  at  200  r.p.m.  with  a full  throttle  and  30  per 
cent,  cut-off.  The  dynamometer  horse-power  developed  was 
1044.3.  The  fuel  consumption  per  d.h.p.  horn*  reached  5.37 
pounds.  A test  at  the  same  speed  with  full  throttle  and  35  per 
cent,  cut-off  was  made  on  the  E3sd  locomotive  for  a like  period. 
The  dynamometer  horse-power  obtained  was  1339.6,  and  the 
fuel  consumption  per  d.h.p.  was  2.73  pounds.  There  is  thus  a 
saving  of  48.4  per  cent,  in  fuel. 

227.  At  120  r.p.m.  and  30  per  cent,  cut-off  a two  hour  test 
on  the  E2d  saturated  locomotive  with  a full  throttle  was  made. 
The  fuel  consumption  was  3.46  pounds  per  d.h.p.  hour.  A similar 
test  on  the  E3sd  locomotive  required  a fuel  consumption  of  3.15 
pounds  per  d.h.p.  hour,  thus  a saving  in  fuel  of  approxiihately 
10  per  cent,  was  effected  at  a low  power  test. 

228.  Thus,  we  may  state  that  the  .saving  in  fuel  for  the  E3sd 
superheater  locomotive  increases  with  the  power  output  from 
10  per  cent,  at  710  d.h.p.  to  48.4  per  cent,  at  1340  d.h.p. 


120 


M.  P.  479  C « 1 lOH 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

____  PHII.ADSLPB1A,  BaLTIXOKK  A WASillBaTON  Baiuioao  COXTAirr 

NoBTBtBM  CUTBAL  BaILWAT  CoKPABT 

CLASS  ..£«d8(l  No .Si.D.  Wbut  Jbbskt  A Hiapbobb  Raiuioad  Compamt 

” ~ TEST  DEPARTMENT  BtllletlnNO 11 

SHEET  No.„„£rrlJLlP 

..T.estB  of  . a .Cla.88  . E3,8.d  X.OC.Q  Altoona.  Pa 


tl 

ii 

IB 

fiii^ 

Iii 

If^i- 

IIP 

lift 

;±ffl 

■ 

W-Wi 

1 _ _ jiii. 

' ®- 1 ' If  i ffa.  nil  " 

1 Tti  fl; 

iii  [Ij  ffiii  j:  #-)j3f 

■il 

itll 

pill 

:|m 

If 

siMil 

itl'lnilllll}'  ill 

tl 

feii 

Mj 

ii| 

: : jji  ji;  jJ:t j;  Ijj:  tH j tt  : 

T-jMiT-ilfTfji  ■ 

fiiltm  iiftl 

. jjl  {|iit;3p  |jj.  fii! 

t-f  If- 

■7-  fl-f  ftTiT  Tf  -r  H-H  th" 

-f--r  -i 

Tl  i» 

:::p±||f  j ^ • 3.4:  pf  ' ^ 

ItHRIIKi 

rbj  tit  tl#  11' 

T T-  . t ■ 

m U jlJ;i  j.H:f ijj ]m  j njlHf  | 

jS 

:i  TpC 

'wS' 

SI 

iiii 

iii 

!;  ^ 

Mwftf 

1 ffi . i ■ ^ ^ ^ - 

tftfl 

±S' 

;■  ^ 

mf  Trf  ■ 

; ' -iih  • 

i ' # ■ tT  l-lif  flit  1 ' 

■■  H 1 # nir 

■ ' iiili  if ' 

t!f  iiiiiiii 

t S' 

tS 

tS ' T]'  ' 

: 1 1 : ■ t |t  ■ :i  f|  H t H.  • 44  ^ ^ 

jgiii  1 - - 

iiiil 

fiii:: 

fr 

■'  ii 

ffl  1 ' j'  ■ : 

: ■ ti  I!  j+t f -W  vW 

iri  1 f 

T ' uf  f 1 tt  lU 

:i 

II 

Ife 

llli 

iiilil 

Mmiyftif 

iti 

Pil 

pf  TiPPpiffitf 

nil  1 

1 

ffl  Its 

tl 

llfi 

pi 

ilii 

ffiiiiltt 

iliMiUjlifik 

111 

^ T T 1 

uMl 

iff  i in 

ifil  t 

fKB" 

■:  |j; 

r T’f 

■III 

‘ . 1 |||  i||' 

01  r iff  iff 

Ifl  m Hl'f 

1 

II 

il 

U 

it 

'In# 

3 if]  t III  j] - 

yifi  |fi  m : 

||  i i 1^  ^ t ^ * 

MS 

iiiii 

-fill 

i| 

i'tiflltiiii 

.;irSife|Mi;i;'  ililLh 

. Lijr  iiLl  f‘  ; '.^j-niiA.  .1  ir  it-  i I 

ill 

il  ill 

iii:  : 

It  t f 

ttfil 

N f 

fllfili; 

:i  : 

iltfl 

ft|fi|iiiM|i 

lllllllp 

8'i^ 

IHII 

■tjlufrin 

Tit  if 

-lipifl 

Iii  i i^tt-  trir  [tfl-  IM  TH 

ai 

fit 

1-11 

Iff . j: . 1 . 3T  U 
13:  3 .U- if 

iPI 

mm 

ijlpll 

lit  T 

-ft  j^B 

i|Ml  j iiU 

Ii  i]rT|hii 

.;  ijj-  i |3  : ■ \ i|t  3 1 

fit 

Iftj  jit  1ft 

% t [KH 

1 

i 

^:4!i 

|r^  ’:!]  ji 

Pil 

ipFlIP 

1:1*11  iillf 

■ii|H 

ii 

w 

Itk ' 'lit- 

irtS 

tf 

:f  U # Tfi 

itf'i 

iiiiii|i;ai||i:±iii|y 

t'lB 

lit 

liiiii 

ipiiiiii 

■iifiitiiitf  i-^ 

r J 1 j.  jX  .h  * . X.  TJ  CL  T 1 t J ^ 

iliiiiPi 

' • *H  n |-l-  \ H".  t -t  T-  I r • • ^ 

XT  iii: 

i 

SiPTl 

iHilitkSi 

lii|lM|^||l}tSii 

i 3lf  1 [TfiHftiii  TT  -tr  T j:;  [i 

fliiilip 

pS 

p 

3F 

lit# 

iiiiilEiali 

iUm 

'tptii 

''ft 

m 

j i/  liiSilpsiii 

wlP¥ 

km  Bill 

ii 

tt'  # NTmTii 

M 

iiiiii 

ill 

|||Tiijfai;l 

liiilis 

■n 

iMiiiiiiil 

Ki^i! 

Fig.  56. 

STEAM  PER  DYNAMOMETER  HORSE-POWER  HOUR  AND  DYNAMOMETER  HORSE-POWER 
The  economy  in  steam  obtained  by  superheating  increases  rapidly  with  the  increase  in  power. 


121 


229.  Assuming  the  normal  full  load  of  the  E2d,  saturated 
steam  locomotive,  to  approximate  1000  d.h.p.  it  is  seen  that  the 
application  of  a superheater  has  increased  the  power  capacity  of 
the  E3sd  locomotive  to  1550  d.h.p.  or  55  per  cent.  Thus  the 
superheater  is  a considerable  factor  in  the  designing  of  a locomo- 
tive for  high  power. 

230.  Therefore,  the  conclusions  may  be  conservatively 
drawn  that  the  superheated  steam  locomotive,  class  E3sd,  will 
effect  a saving  in  fuel  of  approximately  48  per  cent,  and  a saving 
in  water  of  31  per  cent.,  based  on  the  consumption  of  the  E2d 
saturated  steam  locomotive  at  its  maximum  capacity. 

23 ! . The  application  of  a superheater  increased  the  maximum 
capacity  of  the  E6s  superheated  steam  locomotive  30  per  cent,  over 
the  E6  saturated  steam  locomotive  (Bulletin  No.  21,  Par.  178). 
In  the  case  of  the  E3sd  locomotive  the  increase  was  55  per  cent, 
or  more.  The  greater  increase  in  dynamometer  horse-power  is 
no  doubt  largely  due  to  the  fact  of  an  increase  in  the  diameter 
of  the  cylinders  on  the  E3sd  superheater  locomotive,  as  com- 
pared with  the  E2d  saturated  steam  locomotive. 

232.  It  may  be  safely  stated  that  the  tonnage  rating  of  the 
E3sd  superheater  locomotive  may  be  increased  30  per  cent, 
above  that  of  the  E2d  saturated  steam  locomotive,  when  low 
speeds  approximating  28  m.p.h.  and  the  starting  of  trains  are 
not  factors  of  prime  importance.  There  seems  no  question  but 
what  the  increased  economy  in  fuel  and  water  of  the  locomotive 
justifies  this  increase  in  the  tonnage  rating. 

233.  Referring  to  Fig.  51  it  is  also  observed  that  much 
higher  speeds  may  be  maintained  with  the  E3sd  superheated 
steam  locomotive  than  with  the  E2d  saturated  steam  locomotive 
when  hauling  trains  of  hke  tonnage. 


122 


CONCLUSIONS. 


Boiler. 

1 . It  is  apparent  from  a study  of  these  tests  that  the  boiler 
design  of  this  locomotive  has  fulfilled  the  necessary  requirements. 
The  very  favorable  grate  performance  obtained  indicates  a well 
proportioned  firebox  and  a proper  supply  of  air.  Data  has  also 
been  presented  which  indicate  that  the  2-inch  tubes  (180  inches 
long)  are  of  the  most  advantageous  length  to  absorb  heat  without 
impairing  either  the  combustion  or  evaporation  rates  (Par.  109). 

2.  The  brick  arch  plays  an  important  part  in  reducing  the 
amount  of  smoke.  It  enables  a considerable  portion  of  it  to  be 
burned  (Par.  57). 

3.  As  the  maximum  combustion  rate  in  ordinary  road  ser- 
vice would  not  greatly  exceed  5000  pounds  of  coal  per  hour,  the 
application  of  a stoker  to  the  firebox  of  this  locomotive  would  not 
seem  warranted. 

4.  The  ashpan  air  inlets  of  the  locomotive  have  an  area  equal 
to  12  per  cent,  of  the  grate,  and  the  indications  are  that  this  open- 
ing is  not  sufficient.  In  the  case  of  the  E6s  locomotive,  an  area 
of  14  per  cent,  was  found  large  enough  (Bulletin  No.  21,  Par.  31). 


Locomotive. 

5.  The  use  of  highly  superheated  steam  at  205  pounds  boiler 
pressure,  brought  about  an  economy  in  steam  of  approximately 
34  per  cent.  (Par.  138),  and  the  superheater  together  with  an  arch 
show  a saving  in  coal  increasing  from  10  to  48  per  cent.,  with  the 
power  output.  Characteristic  of  superheater  locomotives  the 
tendency  is  to  keep  the  coal  consumption  per  dynamometer  horse- 
power hour  under  4 pounds.  This  locomotive  is  most  economical 
in  fuel  consumption  when  running  at  speeds  under  60  m.p.h, 
(Fig.  46). 


123 


6.  Comparing  the  water  rate  for  this  E3sd  locomotive  with 
other  locomotives  tested  on  the  Plant,  we  find  that  this  simple 
locomotive  with  its  large  cylinders  and  highly  superheated  steam 
outstrips  all  other  locomotives  at  piston  speeds  up  to  1400  feet 
per  minute,  with  the  exception  of  the  Hannover  Compound  using 
a medium  degree  of  superheat.  At  piston  speeds  above  1400  feet 
per  minute  its  performance  is  not  quite  equal  to  that  of  the  K2sa 
simple  superheated  steam  locomotive  of  the  Pacific  type  (Fig.  47). 

7.  A comparison  with  the  E2d  saturated  steam  locomotive 
shows  that  the  superheated  steam  locomotive  exhausts  with  less 
than  half  the  least  back  pressure  of  the  saturated  steam  locomotive 
(Par.  147). 

8.  A comparison  of  the  least  back  pressure  for  the  E3sd  and 
E6s  superheater  locomotives  shows  a greater  back  pressure  for  the 
E3sd  locomotive.  This  is  probably  due  to  the  design  of  the  ex- 
haust passage  in  the  cylinders  of  the  E3sd  locomotive  (Pars.  152 
to  155). 

9.  The  maximum  capacity  of  the  boiler  is  reached  at  a speed 
of  38.5  miles  per  hour  and  a cut-off  of  50  per  cent.  The  drawbar 
pull  is  then  15,000  pounds.  To  exceed  this  speed  it  is  necessary 
to  reduce  the  cut-off  below  50  per  cent.  (Par.  193). 

10.  It  was  also  found  that  with  the  application  of  a super- 
heater, the  drawbar  pull  could  be  increased  14  per  cent,  at  20 
m.p.h.  and  39  per  cent,  at  50  m.p.h.  (Par.  199). 

1 1 . Assuming  the  normal  full  load  of  the  E2d  saturated  steam 
locomotive  to  be  1000  dynamometer  horse-power,  the  application 
of  larger  cylinders,  using  highly  superheated  steam,  increased  the 
d.h.p.  of  the  E3sd  locomotive  55  per  cent,  or  to  1550  d.h.p.  (Par, 
229). 

!2.  Higher  speeds  can  be  maintained  with  the  superheater 
locomotive  than  with  a like  saturated  steam  locomotive  when  haul- 
ing trains  of  like  tonnage. 

13.  The  tonnage  may  be  increased  30  per  cent,  when  low 
speeds  approximating  28  miles  per  hour,  and  the  starting  of  trains 
are  not  of  prime  importance.  This  is  due  to  the  application  of 
the  superheater  and  the  use  of  larger  cylinders. 


124 


Recommendations. 

1.  We  would  recommend  the  application  of  superheaters  to 
the  E class  locomotives  according  to  the  following  program: 

2.  The  E2,  E2a,  E3  and  E3a  classes  which  now  have  slide 
valves  and  Stephenson  valve  gear,  to  have  superheaters  applied 
when  new  cylinders  are  needed.  The  new  cylinders  to  have  piston 
valves  and  Walschaerts  valve  gear. 

3.  The  E2d  and  E3d  classes  to  have  superheater  applied  when 
they  require  the  renewal  of  the  back  tube  sheet. 

4.  All  new  cylinders  applied  to  these  locomotives  should  be 
arranged  for  12-inch  diameter  valves,  and  they  should  have  a 
cylinder  diameter  of  22  inches  so  that  all  locomotives  of  these 
older  E classes  will  become  as  nearly  as  possible  like  the  class 
E3sd. 

5.  We  recommend  that  the  ashpan  air  inlets  be  made  not  less 
than  15  per  cent,  of  the  grate  area. 


Approved : 


C.  D.  YOUNG, 

Engineer  of  Tests. 


J.  T.  WALLIS, 

General  Supt.  Motive  Power. 


Test  Department, 

Altoona,  Penna., 

January  14,  1914. 


125 


Tests  of  Class  E3sd  Superheated  Steam  Locomotive  No.  318. 

On  pages  127  to  136  are  shown  test  results  for  class  E3sd 
locomotive  No.  318. 


126 


127 


i 

1.22,- 

|I||“S 

S 

HsSIsgsisaSISiHISIIIiaj 

1 

3®-S-= 

29. M 

23.51 

62.76 

23.36 

34.60 

44.60 

67.01 

45.22 

28.46 

31.66 

38.87 

68.61 

45.19 

44.21 

42.17 

39.68 

65.51 

35.70 

72.70 

119.18 

100.88 

60.71 

60.96 

120.26 

|i  =2 

s 

siaasKsilS-ssisssssggsss 

o 

= 

Q 

t 

X 

z 

UJ 

z 

U\ 

= 

Is3s^s°s  .§SSSS?JSSSS;C?jSSg 
SSfJSSSsJS  SJSiSJSSS  J3J3  SS2 

u. 

s 

CC 

s 

■:  ^ 

2 ”o<>c)®o  on  oot'  oo 

5 5 3 5 SI  5?  ? 9 ? ? ? 5 5 ? 5 3 5 ? 5 3 3 5 

</? 

c 

3 

»- 

K 

1 » 

2 

CV4  9»9k«^-(DP»  *000  »-ia»  f-««-llOO«A 

iiiill^'g^'ssissesilsslsss 

S 

y 

0. 

S 

c • 

0 > 

1 

E5g23SSgSSS2g3SSSS3S33SS 

i £ 

3 & 

a 

I 

S SSS52S3SS3SS5ggSS2  55SSS 

W 

0) 

H 

1 

K « I 

o i 

• ^ 

S 

S2s§iss5yil^§S?ls??s*2'  • 

CO 

UJ 

oc 

UJ 

Q 

i 1 

• 1 

g 

1 

< 

a: 

Ul 

> 

< 

s 

TYPE 

u. 

0 

> 

cr 

OC 

I 

S 

S 

D 

CO 

o 

z 

o 

£ 

s 

^•ttcictcsrtsttcttsc:  ts* 

t 

p . 

o 

a. 

K 

1 i 

s 

nC4^«flO«HttMr»r4lOlOcC««H9kKf*4^Ctt<D  IOrJ\0 

•H  Nncin^^Nnnr.  •i>Nn<>'  btvjn  nNcvi  nnw 

lui 

s 

U)  iOlAlAO>OOlOOOOUOOO<Atf>lAto  9t4llO 

■«)'  n N n 0 -J  — < n to  to  -•  n 10  — iH  n v • 

z ^ 5 »• 

S £ 

I 

c4CM®®o«oooooO'9'<t'to®<0NC'te««« 
c*>  r«c^p»{^o»05<^:  otMoi  oo»o>  m m ^ 

9*4  ^f^fioa>®a>«^«Pu><oior«tOK4GO  Ot>r-  rvi^u* 

K)  uaifi^o  iptrujo^ooooooooM^  S^IS 

o 

5-1- 
0 - • g 

“ ^ = * 

|>s  - 

? 

Hr<4^^^^G<DOCDCOOi«>)C-iC4tOlO  C^(«f4 

0 OOlOtOliOtO«'6«^OOOOOtOtO  to  <0«6«60C 

» c G r»'  «•«  r-  r*  (O  «p  <0  ip  <0  so  ^ u)  lO  ^ ^ ^ < 

N Ncsitotoioio^9#i^^^iou3(Oio<p«o<Ae*>r«e«>G<:9 

d 

UJ 

> 

S ■ 

! M 

0 ^ • 
r fib 

3 

a88SSSS§8§§8S33SgSSg88SS 

r*  r4fH(Hn«r*4|HM  C4<4CNjnMMC4C4MOI  C^COtOtOlOtO 

O 

c 

u 

Q 

0 

g 1 

2 

1 iiiilii iiiiiiiiii  iii §11 

s isSS5'^SSS{2SSg338S:SSSSgS 

0. 

O 

1 

a 

- S 
“t=f 

3 

8 88882888882888888  888888 

M CdC<Mri«i4«HCM  r4(H«H  r-tOO 

UJ 

1 

S -2 

1 ^ 

5 J 

Ik  bl^n>ih».fti>iih»<bi»k«kh».ek»<»>  CHrcia.»*biDk 

Q ^Qcii'^nigo  lAi&Jlii^tiiAiAJ^oo  8oiigjij4 

liliiiliiiiiiiiiiiiiilii 

i 

4 

; 1 
z 

n rantotonniOKnionnnnnnnnnnnnn 

128 


i 

t 

3-1 

5 

SSS5SSHSSIS2sHlli  SliSS 

1 

C0 

O 

J 

4 

rt 

iiiiiiiiiliiiiiliiiiiiii 

I 

1 

8 

Slliiiiiiiyiiiiisliliig 

1 

f 

M 

8 

0Dai00»«49iniAOt0lA0»9k0»<Dl09»0»(7^ 

5 

i 

o 

s 

« 

1 

i 

3 

g«838£S8aJ?SS5fS83»2§  38S§g 

1 

t 

S 



_s 

^ o 

0.9964 

0.9962 

0.9968 

0.9961 

0.9963 

0.9964 

0.9957 

0.9968 

0.9966 

0.9966 

0.9966 

0.9962 

0.9966 

0.9962 

0.9966 

0.9965 

0.9964 

0.9963 

0.9962 

0.9965 

0.9960 

0.9961 

0.9967 

0.9963 

i 

% 

■8  ■S 

t ^ « 1 i 

Is  « 

s 

118,16 

138.37 

192.66 

199.39 

161.60 

176.07 

211.67 

196.44 

179.26 

227.37 

218.04 
232.32 

208.44 
213.96 

193.44 

263.04 

221.08 

227.38 

226.80 

207.43 

221.40 

228.29 

220.83 

221.47 

i 

o 

'U 

s 



(» 

!] 

s 

M 

99.49 

99.46 

99.56 

99.48 

99.48 

99.49 
99.39 
99.64 
99.61 
99.51 
99.61 
99.46 
99.61 

99.46 

99.50 
99.60 

99.49 

99.47 

99.46 

99.60 

99.48 

99.45 

99.63 

99.47 

(U 

(E 

U1 

O 

i 

H 

a 

< 

c 

u 

> 

< 

o 

UJ 

S 

X 

o 

z 

ii 

S 

8 8888S888  888888828888  888 

N WNNcir<f-l01CMr1i-<i-INr^i-4iHr<r-li-ti-lf-l  i-lOO 

TYPE. . 

u. 

o 

> 

a 

< 

AC 

S 

0.08 

0.12 

0.08 

0.16 

0.18 

0.30 

0.16 

0.06 

0.23 

0.12 

0.13 

0.34 

0.12 

0.30 

0.41 

0.21 

0.10 

0.27 

0.24 

0.11 

0.13 

0.13 

0.11 

0,13 

s 

s 

D 

CO 

1 

o 

c/> 

“'I 

O 0^pi0r4M0«H  r4r4CvitHC>4r-(Cv|r4  CMM  Clr-<  NIOIO 

X 

o 

K 

u. 

< 

o 

a 

i4 

3 

2 

8 °8SS8o*o»o®®«n'»®i-««to«or-_<ooi<o 

ca  N w ^ ID  <»  t-'  « t-’  lo  lO  a>  V r-'  o>  o>  <o  ® ® ^ ® ro  »-  r- 

oc 

o 

1 

(B 

Z 

B 

H 

•0  '«r>aic4a>®®nof»nocnt>m«n(QOn  » 

n iaiioior.oo^<J'®®g«fl<»»wt>-Orj®«»r3<».o 

i 

3 fri 

3 ''  S 

K 

< 

O' 

o 

196.2 

199.2 

198.0 

196.6 

197.2 

192.6 

189.3 
198.8 

193.2 

194.7 

193.0 

166.4 

198.8 
192,7 

176.6 

178.0 

197.4 

186.4 

191.7 

195.1 

195.0 

190.8 
184.6 

191.0 

6 

> 

u 

a. 

o 

z 

3 

a 

g 

i 

A 

8 888888888iS8gSS8S888  8a8 

P 

o 

s 

o 

u 

O 

s 

uT 

oc 

a 

s 

§ 

O 

tt 

z 

1 

s 

40  «040404040«040<0v0404040v040404040404040^4040 

8 88888888888888888888  888 

(1. 

o 

LU 

1 

s. 

2 

: 

203.6 

205.2 

206.0 

205.5 

205.5 

205.5 

203.4 
206.8 

205.0 

206.0 
206.1 

203.0 

206.0 

205.4 

195.9 

196.4 
206.0 

197.1 

206.7 

206.6 

206.9 

204.6 

196.8 

206.8 

(- 

5 ' 

1 

tu 

£> 

1 

J 

1 

s 

o 

120-20-F 

120-30-P 

120-40-P 

160-30-F 

160-35-7 

160-45-7 

160-50-7 

200-20-7 

200-35-7 

200-35-7 

200-35-7 

200-45-7 

240-20-7 

240-35-7 

240-46-7 

240-45-7 

280-20-7 

280-30-7 

280-36-7 

320-20-7 

320-25-7 

320-30-7 

360-26-7 

360-26-7 

1 

5 

SUMMARY  OF  AVERAGE  RESULTS 


129 


130 


d 

z 

1 

1 

ifi 

5 

u 

3 

(JU 

a. 

>- 

S> 

d 

z 

u; 

> 

§ 

S 

u 

2 
• b. 

0 

s 

1 

flk 

H 

1 SUMMARY  OF  AVERAGE  RESULTS,  | 

1 EVENTS  OF  STROKE  FROM  INDICATOR  CARDS 

o 

o 

z 

o 

K 

• 

I 

tS 

fl 

R 

<7>nNO  Ok'«r4^>  r- 

a S ' 2 S S ' • S ' ' 3 5 S ?f  ' S S 5 S ’ s • ' 

i2 

■a 

s 

R 

*^1*0  r^tQO  <D  tAod^to  cii 

B tS  ' 3 3 ? * ' 8*  ' ' ?f  S 3*  ?!  ' 3 3 S 3*  ' 3 ' ' 

£ 

5 

* 

s 

n 

M '*t~o>oo>oioomnoaia'««><o«t,.cMu>n^n,> 

3 2 3 3 S S g 3 3 3 3 3 S 3 S S B 3 3*  3 3 3 3 3 

d 

i 3 

n 

R 

woc^t0^.HODtoioei> 

S S 5 3 2 g g 3’  3’  3 3 3 B 2 3 2 B 3*  3*  3 2*  3*  2 3 

o 

c 

ID 

O 

z 

c 

o 

3 

1 ' 

□ 

S 

H 

0 

" i 

i 

ll 

R 

0 

1 

a 

iS 

R 

I 

l! 

S 

i 

Oo  lOOCM  ® MOtOt®  ®®niH  ® 

^®toNni  Ini  i®V'«ni®n®®iNl  i 
>~'N  Nn«  n Nnr>N  n 

i| 

a 

S 

R 

c>®  n®>-i  iH  ('0®f-i  ® 

s 8 '333'  ' 3 ' ' 2 3 3 3 ' S K 2 8 ' 8 ' 

m 

« 

& » 
X c 

o ; 

* E 

& 

: s 

S 

0®WrHi-lj«r<®®®<r.'  0®®C>1®  Ok®® 

•-'wrtw®®®wnnn®cirt®®Mnnr4Nc'iBw 

li 

1 

S 

•*  Ne>t®®®0  QOrHi-trl  r<®0  on® 

®c4®nooc40o®>-i,-iOf-(i-iN®m  n®®ekoo 

n<-iN«nA 

a 

t 

Z 

o 

z 

< 

>- 

o 

0 
z 

1 
z 

s 

fl 

1 

R 

®Or,|®r<CvCMt^®Oni>®OOt,-®®  ®®00>QO 
® ®»NNr-N  nc~r-N»in 

'0®N®orj®C'®oor-<®®®®io®t'®i5®®® 

J 

S 

6606 

9728 

18276 

1C224 

11126 

13719 

15418 

7586 

10224 

10819 

10770 

12686 

6611 

9030 

10621 

11018 

6726 

7754 

8232 

4779 

6766 

6903 

6417 

6726 

1 

i 

s 

® ®®F.®®®t^ninot~®®®®IOO  ®0®  rH®® 

1^  r4n®N®i-IQ>0®N®0®C-Iod®t9®® 

»$  ®,H00®r^®®t-®0®OT<V®lB0  o®o>  ®®n 
^ ®nOjHn®t'®oow®®oo®t»  ® ®®  ®®® 

r4r1r4i-l,-l  i-lf-''-' 

o 

z 

3 

0 

z 

oT 

bJ 

1 

111 

pi 

1 

g. 

1 

s 

^ oa>i*-iHS^*HiHP>*QNz*.r't^t>-ono»ocsjos  ^ ^ ^ 

^ C*>P>Nr-CS]9it0^tOV>CMOiHt9E«^Cg|OCOr-  5^00 

CO  r4^•O>C9»<A^Ot0Ml0O^^-at^-<3>«0OO 

O <ANr-4>^<4'Oa>eoi2<09»Mn^eO^<Ar4lOCD 

0 

1 

R 

£ 

s 

g 

£ 

I 

O 

R 

ooooooooooooooooooooooo 

II 

1 

2 

IV 

1 

S 

30376 

36170 

42739 

41027 

47571 

44927 

30691 

38631 

53847 

26650 

26282 

49327 

42087 

43417 

34737 

33970 

34743 

26629 

31638 

26082 

28079 

29743 

13984 

14704 

f 1 

J £ 

njnj|nnnnin!nh2 

a?{?{;ss;s2s8s8sssssssssgs8is 

M 

SSBSSSSSSSSSBSSKSJSSSSBSS 

w wStowwwwfStoioSwBrtKSSto  tQP>ionei> 

131 


z 

1 

r 

& 

cd 

' tion 

1 

1.2954 

1.3062 

1.3330 

1.3384 

1.3181 

1.3268 

1.3443 

1.3349 

1.3283 

1.3601 

1.3463 

1.3618 

1.3434 

1.3442 

1.3310 

1.3612 

1.3605 

1.3608 

1.3486 

1.3416 

1.3464 

1.5489 

1,3470 

1.3469 

1 

a 

£ 

s 

O 

Z 

3 

i 

■s 

la 

t 

(0 

o 

ec 

s 

z 

w 

« 

w 

t 

9 

o 

s 

s 

1 

1 

s 

a 

s 

i 

o 

o 

S 

s 

« 

o 

1 

a 

a 

s 

o 

1 

0<D  0040  iDtO^r-l  OktOOOk  O 

u. 

oc 

3 

» 

(0 

Q 

« 

£ 

COOiOl  04  ^04  04M|f-l^>O^I^*lt 

5S'SSS''S''3SSJ;  S5S3  3 

0) 

K 

a. 

Z 

z 

i 

1 

1 

H 

191.8 

189.6 

191.8 

186.8 

183.6 

186.2 

180.9 

187  J9 

177.2 

161.4 

185.0 

171.3 

177.9 

188.7 

186.8 

;5 

CO 

«0 

<D<4>f-««AIA04^0tO  40  ^OOIOOIOO 

X 

o 

a 

1 

a 

400404r.lOr>lfHO-0  <0^40(740«a>0|l0  I0040ki-«t0ia«0 

0»94000»940»0»a»  O4^(09kO4O»>>CO  0>  iC0^<09k0k 

i 

M 

1 

1 

a 

204.8 

200.9 

199.7 

194.1 

197.8 

193.7 

191.1 

196.3 

193.8 

194.9 

194.3 

164.9 
198.8 

169.3 

169.4 

170.0 

194.1 

174.7 

178.7 

190.0 

188.6 

189.0 

190.8 

CO 

D 

a 

1 

1 

a 

i 

u 

cc 

U1 

o 

o 

o 

z 

3 

o 

s 

1 

1 

•s 

& 

a 

< 

cc 

lU 

> 

< 

« 

0 

z 

(0 

« 

£ 

S 

0 

a 

1 

1 

a 

TYPE 

u. 

o 

>• 

cc 

< 

</> 

s 

0. 

z 

1 

a 

! 

1 

a 

s 

z 

3 

CO 

cc 

< 

c 

o 

fe 

? 

s 

0 

§ 

1 

1 

a 

o 

2 

z 

s 

O 

X 

o 

0 

z 

z 

z 

o 

E 

i 

1 

1 

n 

a 

m 

Ll 

Sz 

O 

K 

(0 

5 

a 

1 

a 

z 

o 

s 

i 

1 

a 

O 

£ 

z 

1 

a 

1 

1 

n 

s 

0 

« 

1 

2 

1 

a 

d 

z 

UJ 

> 

i] 

z 

M 

o 

z 

c 

i 

2 

1 

a 

I 

o 

8 

S 

1 

K 

• l 

a 

i 

i 

1 

1 

a 

— ] 

u. 

O 

cu 

B 

a 

2 

1 

s 

H 

i 

1 

i 

1 1 

iilliiliiiilliiiliililii 

3 

5 

3111 

3112 

3137 

3121 

3113 

3114 

3133 

3136 

3116 

3136 

3134 

3124 

3117 

3116 

3109 

3139 

3119 

3122 
3126 

3126 
3128 

3127 

3142 

3143 

132 


8 

1 

■ 

B 

(/) 

u 

i 

LU 

0. 

d 

z 

u 

> 

O 

£ 

8 

O 

•Jt 

u. 

0 

s 

H 

1 

S 

I SUMMARY  OF  AVERAGE  RESULTS.  1 

1 

5 

3 

<1 

C 

s 

c 

3 

e 

1 

w 

c 

!: 

• 

c 

3 

It 

• 

w 

1 

al 

s 

ii? 

1 

8 

3 

s 1 

1;  * 

S 

G 

a S 

1 

s 

2 

i ® 

s 

lOO»  (DOOOk  A 

S S ' 8 S S ' ' 3 ' ' g 3 5 3 ' 3 5 2 3 ' 5 ' ' 

h 

S 

WftI  ^©n  ® ©©Ol^  r-««©0  o 

c-r»  ir4©©  1 le^  1 i©o©©  i©©oo  i©i  i 

M 

s 

lo  >-40>noont-*x>a>Or->'«iOi-i^iono««ooo 

S S f:  S 3 f:  g 3 8 fc  S 2 s a 3 5 8 S 8 3 3 5 3 

1 

s I 

1 

H 

2 

© 

o>  • •i>no®n®o®®o 

© © n9»r-l^^©r-«IO  ^nO0©rH©O(-4©r<>'c4n©O 

^ ©©^©©c>.^©iA©t>©  ©©©^^©?^©¥ 

(A 

e 

< 

0 

1 I 

Z i 

I ^ 

u.  c 
<0  ■! 
Ul 

oc  5 

= s 

s 1 
- 2 
a 

0 

i 

S 

m 

i 

• 

K 

0. 

1 

i ^ 

S 

IS2 
■ ‘ 

= 

3 

S 1 

III 

■■  G 
a2 
■3 

■a 

0 

1 

s 

|W©  © ©<«©©  Ok©©^-  © 

<MCM  |«M©  1 |©|  110©©©  |©©©Q  l«-<|  • 

JSiS  2^3  2 222S  S 

s i . 
& 

s - 

1 

©©  ©no  © 0io©o  ©©©©  © 

^ 8 * S S S * ' of  ' ^ S S 2 2 * d S S a*  * S * * 

s ! 
5il 

z ^ 

8 

149.5 

153.8 

153.8 

145.1 

148.4 

140.4 

146.4 

183.6 

187.2 
128.0 

131.6 

137.8 

126.2 

121.3 

117.7 
221.6 
116.2 
114.1 

117.3 
134.6 
120.0 

124.0 

104.8 

108.0 

§ 

a 1 
•s 

H 

I 

147.4 

152.8 

136.6 

127.1 

129.6 

140.4 

137.9 

114.7 

120.2 

123.6 

123.3 

129.9 
120.0 

116.4 
112.1 

104.7 
104.3 
102.0 

109.9 
108.6 

107.7 
98,2 

89.0 

98.0 

X- 

0 
z 

c 

0 

• 

B 

2 

1 
2 

• 

w 

• 

» 

c 

\ 

X 

o 

s 

• 

S 

5 

s 

I 

h. 

-*  a- 

s 

5 Si 

• 

• 

e 

C*>n  ^ri©  »»  ©©Okf-4  © 

^ o*  1 ©*  ©*  t-*  1 • ©*  • 1 ca  ©*  ©*  ©*  1 n <»r  ©*  o 1 n 1 1 

©o  ©©©  © ©©©t^  ©t>>©©  © 

iHOI  ^ r4  H t-4i>lr4r-l 

1 4-S 

* a = 

i 

t 

s 

1 

0 

A 3ooQoo<i200Qocioo<i<io<iiooo 

a2;3ss;ss88s8sasssas3gsgss 

3 

1 

n nnnntcnnncontcnnnntonnnnnnn 

133 


1 

flc 

u 

J 

1 

« 

hi 
2 ' 1 

s 

6,87 

3 3 S S ^ S 

a>  a>  09  M>  id 

S S S S S; 

aO  aO  to  lO 

8 s 8 g a a 9 

0>  <0  to  ft>  Ca>  aO  aO 

AO  aO  to  to  O 

1 

m 

1 

z 

£ 

i 1 

■11 

s 

s 

£ d!  S S 8 S 

b-  03  O ov  ^ N 

g 5 g g * 

® a s s a 

ga  ssisas 
® a a s * a a 

O i-l  CM  f-l  CM 
fH  r-l  rM  iH  rM 

(0 

u 

oc 

III 

t 1 

ec  M 

1 - 
> 2 

s 

eo 

to 

lO 

CM  ^ «O'C0  0» 

fH  o n o ^ lO 

o 10  4 « d to 

<0  tH  o to  o o 

iH  CM  CM  ^ CM  CO 

*§§53 
a g g g g 

N « to  ^ Ok  O O 

Ok  S AO  « O S to 

S 3 ^ S S ^ g 

g 3 a a 3 

s a g g g 

M CM  CM  CM  CM 

< 

oc 

(U 

> 

< 

“ i 

S 

1 

X 

So 

n o ^ « iH  i-i 

O fH  O lO  0^ 

o CO  to  91  «e 

O iH  Q CO  9»  o 

CM  S CM  CM  CO 

as  g s g 

to  Ok  <0  CM  O 
Ok  aO  lO  «0  CM 
■H  CM  CM  CM  10 

^ to  0-  o «M  Ok  O 

g s e s:  a s 3 

M g S n N a n 

g a 3 2 g 
i g s i:  3 

• 

B 

u. 

o 

> 

flC 

a 

£ £ 
fau 

1 3 1 
111 

I 

a» 

CO 

^coocotor- 
^ C->  CM  9k  CO  to 

O IQ  AO  CO  9>  o 

^ «3  ^ u5  03  o 

10  Ok  O.  )0  OD 

CD  C 91  00  n 

3 a s s I 

0l0t0»»l0  0>0- 
« to  CM  M « O 00 

; 8 g| 2 g s 

to  fH  D*  CO  CM 

O r-l  aO  Ok  2 

Ok  to  CM  CO  Ok 

aO  D>  O Ok  Ok 

s 

s 

3 

CO 

O 

O 

o 

H 

s 

«o 

o 

§ ^ ^ ^ S o 

^ N CM  Si  $ lO 

iliii 

a g ga  aa  a 

IQ  Ok  01  p)  Ok 

CM  5p  to  to  to  ^ ^ 

aiaal 

n t#  lo  kO  2 

1 

s 

CLASS 

X 

ill 
;;  1 

M * 

s 

z 

i 

3 

s 1 

i 

•f 

c 

• 

X 

I 

S ^ 
1 

s 

! 

w 

c 

3 

i 

n 

C(1 

0»  . CM  CM  AO 

CM  D- 

rM  00  ^ . O H » 

A. 

J' 

CM 

f-l  to  <0  9k 

CO  CM 

aO  Ok  ID  D-  91  rM 

rM 

P-  Ok 

* 

< 

• 

• 

W 

n 

s 

CM 

lO  (O  O CO 

CO  cm'  aO  o' 

OO  r4 

CM  Ok  i-l  O « Ok 

to  CD  CM  1 <0  t*  O 

rC 

Ok  CM 

u; 

CO 

K 

-1 

3 

(0 

U1 

O 

X 

< 

o 

1 

1 1 1 

s 

O 

AO  CM  o o » 

^ to  CO  <d  to  AO 

CD  CM  O ^ C» 

^ to  o 

Pt  to  10  Ok  to  to  ^ 
to  pw  ^ o ^ O g 

to  to  to  lO  O 

O tO  »-  O Ok 

ft. 

>- 

oc 

1 

* 63  ^ 
s & 

o 

< 

QC 

a 

o 

z 

0 M 

tS 

i 

CM  lO  10  O 0^  «0 
»-t  CM  ^ ^ td  r- 

M>  CM  ^ ^ to 

rl  (O  to  to  rM 

oi  o » r>  « « ^ 

CM  D-  rM  M CM  O-  Ok 

»•  r-  *>  N o 

^ P*  O-  P-  o 

U1 

> 

< 

u. 

o 

s 

o 

K 

i 

4l 

g 

> 

a 

< 

s 

s 

3 M 

s * 

ui  3 

£ S 

0 g 1 

1 s 

S ^ 

g 

3 

CO 

c 

M 

ft 

0 

C 

1 

c 

o 

• 

• 

5 S 

III 

2 K 

s 

o 

n 

1’. 

m M 

n 

g 

1 

o 

0 

o 

1 

.1^ 

g 

d 

z 

> 

z 

z 

5 

■ 

iji 

s 1 

g 

O 

S 

8 

o 

• 

H 

3 

• 

• 

ft 

1 1 
ill 

g 

a. 

O 

"if 

a 

c/5 

1 

(- 

I 

s 

r 

1 

I 

3 

1 

1 

I 

Pn 

1 

o 

M 

04 

E^  Pci  Pm  h PC|  Pm 

ci  <i  i J>  i i 

S N s s s s 

Pm  Pu  h Dm 

(1>  J!>  lA  lA  li) 

CM  to  CO  CO  ^ 

g i 8 8 8 

p:i  Pm  pt«  Pci  Pki  Pm  Pm 

8 i i i 8 J 4 

! ’ nns 

a a a a g s g 

Dm  Pm  Pm  Pm  Pm 

8 J,  8 J,  A 

CM  M CO  CM  CM 

S S M ^ ^ 

to  CO  CO  CO  to 

1 

z 

fH 

Pi 

CM  t»  IH  to  < CO 

g a g s s 

K n g K n 

r-  aO  Ok  Ok  Ok  CM  to 

^ ^ o n H MM 

to  to  CO  CO  to  CO  CO 

to  X P-  CM  Pi 

aa  aaa 

CO  to  CO  to  CO 

134 


(if.r.s.MUL)  TEST  OF  LOCOMOTIVE  No.  318  TYPE CUSS SJM. no.  loi 

1 SUMMARY  OF  AVERAGE  RESULTS,  ENGINES.  I 

s 

2 

g 

X 

Ul  . 

I' 

i 

3 

2.34 

2.02 

1.89 

1.70 

1.60 

1.78 

1.62 

2.00 

1.68 

1.66 

1.97 

1.77 

1.76 

2.23 

1.80 

12 

8 

SSSS8  2 SStS  SSSSiSii 

M*  W*  ' Oi  ' • ri  « ri  ' e!  M*  r!  ci  rt* 

m 

I 

|a 

• 

H 

S §P8SS5Sg§gS8S3B8SS2SSSS“ 

i 

12 

S 

40  Mr»Ma>t»(00|(S0»Ot0l0«0i0i00kOc^^r4C0fr-a> 

RECEIVER 

Si 

: 

o 

s 

X 

o 

z 

flC 

£ 

s 

z 

a 

2 

i 

li 

3 

) 

2 

1 

s 

2 

1 

8 

S 

■ 

1 

E N 
% § 
^ i 

a 

2 

1 

S 

1 HeUlBd  1 

Ul 

K 

3 

S 

£ 

t 

W 

z 

2 

z 

a 

i‘ 

] 

1 

s 

66.47 

84.84 
102.04 

78.41 

87.84 
106.34 
110.48 

68.86 

82.63 
84.43 
82.82 
96.05 
68.2] 
76.33 
82.79 
85.23 

68.64 
66.98 

71.97 

66.62 

69.46 

62.98 
66.36 
64.72 

2 

1 

s 

o <0<040M«-l4i*^C^«0«0t0r>O(0^0t9»«0r4NCS|(pM 

14*  oi4D4eiAa}«-«^o»^«-»r:407«a>'«r4a»o»ei^4f<S4# 

V 9>iP  Vr4<D40'0r<>40O0^40Or>«H^QN0r4fH<pt0Q 

40  r-04r»coo60tor>‘C*»<oaoioc^c<-<Diod40iO(OiA^i2> 

!i 

' i 

a 

1 

1 

i 

64.88 

82.70 

98.12 
79.46 
84.41 

100.64 

106.23 

66.60 

80.65 

81.18 

79.63 

91.77 

66.83 

73.82 

77.72 

81.96 

67.94 

63.10 

68.39 

52.12 
67.16 
60.61 
63.22 
52.62 

2 

1 

g 

67.10 

72.81 

91.98 

69.49 

78.34 

96.62 
102.06 

64.27 

72.16 

73.62 
77.08 

90.87 

60.99 

69.99 

76.35 
78.31 

60.88 
64.22 
61.18 

46.63 

49.64 
62.69 
43.83 

48.49 

SUMMARY  OF  AVERAGE  RESULTS,  BOILER. 

S 

1 

' 1 

§ 

77.20 

70.62 
64.22 
73.60 
71.16 
64.36 

49.71 

69.76 

69.26 

62.69 

62.31 
64.89 
70.33 
60.00 
64.29 

16.31 
66.86 

66.63 
68.84 
60.40 
61.10 
47.39 
48.66 
48.38 

1 1 1 

a 

668.2 

682.1 

823.1 

792.7 

906.4 

1146.8 

1190.7 

746.0 

1033.1 

1000.4 

1020.2 

1283.6 
816.6 

1123.6 

1336.4 

1336.6 

903.4 

1038.7 

1231.9 

971.9 

1093.1 

1168.4 

1088.4 

1143.9 

«> 

CD 

«J 

bJ 

5; 

O 

5 

z 

G 

s . 

A 

S 

1 

1 

12.27 

11.22 

10.28 
11.74  1 
11.31 

8.64 

7.91 

11.16 

9.42 

10.03 

8.37 
8.76 

11.22 

9.66 

8.63 
8.20 

10.60 

9.01 

9.38 

9.63 
9.72 

7.63 

7.78 

7.79 

a 

11.49 

10.51 

9.65 
10.82 
10.69 

8.09 

7.47 

10.48 

8.82 

9,42 

7,86 

6.07 
10.34 

8.82 

8.08 
7.71 
9.68 

8.31 

8.66 
8.88 
9.18 
7.12 

7.31 
7.26 

i! 

|>I 

a 

11.30 

10.33 

9.47 

10,64 

10.41 

7.96 

7.32 

10.28 

8.67 

9.24 

7.71 

7.93 
10.17 

8.67 

7.94 
7.66 
9.62 

8.17 
8.60 
8,73 
9.00 
6,98 

7.17 
7.12 

I 

11^1 

1 

8.23 

9.88 

11.92 

11.48 
13.12 
16.61 

17.26 

10.79 

14.97 

14.49 

14.78 
18.60 

11.83 
16.28 
19.36 
19.36 
13.09 
15.06 
17.86 
14.08 

16.83 

16.78 
16.77 
16.67 

> 

§ 

111 

2 1 

i 

Vi  f440o«a>40  0Mr4to<dto^Ot«)a)cor-c4o»M^»io 

5&  SSiQtocMio 

9-1  SlMGsinto  <«csitoeon^nn^5fnto^tontonco 

! ilnj  snsnhiJiinnn 

135 


1 

- a- 

liiiiiiiiiiiliililiiiili 

1 If'"’ 

S§SS!SSSgSSSSi2SiSSSSSSS;SSg 

S S J3  8 S 3 ?:  8 S S S 3 d J3  8 S 8 8 8 8 8 5 8 8 

5!S8  3S8S88?.'SSS88gJ§3ESS?SE 

lill 

1 : 

! ‘ 

iiiiiliiilliiilliiiiilil 

i'i 

19.91 

10.86 

18.01 

16.96 

1 17.63 

18.62 

17.79 

16.74 

17.20 

16.09 

16.24 

17.77 

15.68 

16.56 

16.46 

17.17 

14.78 

15.56 

16.71 

14.91 

16.69 

16.61 

16.60 

2.28 

2.37 

2.53 

2.12 

2.26 

S.08 

3.24 

2.17 

2.61 

2.33 

2.80 

3.02 

2.07 

2.66 

3.06 

3.06 

2.10 

2.66 

2.66 

2.33 

2.36 

3.03 

2.89 

2.94 

5 E ♦ o.  ® M M a a.  «,  g N « ♦ 8 a.  r.  S S 

8 aS8S;3SS3S8gS8?3?;SSES88S 

i i i i i i i i i i i i i i i i i i i i i i i i 

SS;SSSE:S8SggS5?S§8aS33SSS 

i 3 i i i i i i i e i i i i s 1 1 i i e i i s i 

h‘ 

1^1 

In 

1=1 

.1  ^ 

!'i 

i\v 

i 1 2 

1 i 

X 

1 ,1 1 

S S3  E S « S !!  S S S S S S S S S 8 S 8 S S 8 S S 

E iiiiSsisSISSilisjIssIsI 

3 8 s u a g s s s s s s s s s s g S 3 a a s a s 

S SssniaialiiiSiEillBiis 

1 

i 1 

189.82 

243.83 

289.30 
311.66 

331.84 
396.63 
417.62 
278.14 
396.82 
398.92 
391.50 
460.96 
329.21 
436.34 

468.30 
463.24 
398.61 
434.11 
470.46 

409.79 

449.41 

476.74 

470.74 

466.44 

1 

1 

173.83 

220.14 
280.02 
282.08 

316.00 

388.14 
414.29 

276.35 

366.08 
373.04 
391.10 

461.08 
310.46 

426.14 
458.78 

476.81 

361.42 

386.17 

434.69 

369.63 

403.01 
426.94 
400.32 

442.87 

11 

liiHliSiiiillliiliiiiii 

gilisiisiiiissiisiiiisii 

SUMMARY  Op  AVERAGE  RESULTS.  LOCOMOTIVE. 


136 


137 


Tests  of  Class  E2d  Saturated  Steam  Locomotive  No.  3162. 

On  page  139  are  shown  boiler  tests  from  one  to  three  hours 
in  length. 

On  page  140  are  shown  indicated  horse-power  tests  where  the 
length  of  test  was  too  short  for  reliable  boiler  or  coal  results  and 
they  are  not  recorded. 


138 


I 

i I ^ 


S 

0 

Q 

Pi 

<1. 

Oli 


ill 

If 


2 5 


^:|i 

<fu>, 

zi 

< 

> 

> 

(f) 

z 
z 

p 


ill 


i.i 


wY'i:.,"'i  If';':  'I':':': 

n n m*m'm  M : . : M : : - • h :i  r ^ 


1 ' 


lit 

III  ■ I u 


i Jl:  fililr 

■ ■j':':':'l”’'r'  l-}ij||  


I;..^:.., 


■I:.:  - V.L1 


i mmn-  p^  Bm 


I 


i ill 

I illfUflfliHI 

I,  J uiiii:!:i;i:’ 

Il'i'lM'  |.  j'l  ;;  ; v; 


!1 


|!H! 


ilii  j|!i:,  l?tl  ifiisi! 

■yil!,|i!i;iii;  i 

I t mh  ii  5to<| 

H i r it  I ti  II  I I 


! 


s 


i 

i 

n! 

:!' 

!!! 

ifij 


1 1 f s 


IsH  Ills 
I tii  » ^ » j; 


r m-  ^ 

i ■ ‘ 


*:!Mh!  H., 

■iiitii  '„i'i 


=?  ?5===a=a5a  55=5??=  2 


■;*  '* Mi  Iff 


:i 


ill 

i 


t 

'' ij 


ill 


ri 


im 


I: 


i 


l.J:  i i Hi 


\ I 
I 


ti-. 


'Ill  Miiiiiiiniiiifiih 

l|llili|f  i < s | I-  s }■  s.  i' 

:jrf-  H:! 

ijjj  I S'  |.  - .j.  . . . 5-  . . i'  : ' 


139 


z 

M 

s 

1 

i'i 

g 

S S28SS55SgSSSgS5 

to  u)^a>^iD.DfHU>Mr^Oki-ioco 

I "■  1 ■3 

1 1 ri  fl  1 

S " £ * 

I 

1 « ? 1 1 

i 

i « ^ 1 

fi  » « »• 

i 

1 s^ili 

^ i a " g 

S - 1 - 

s 

a _-  3 

i ^ - 

g 

3 

o 

In 

1 

(A 

t- 

-1 

3 

ilii 

i 

M 

2 

oc 

u 

o 

1 1 s 

3 - « 

s 

t 

K 

UJ 

> 

< 

1 3 1 ll h 

l^ll|‘ 

s 

9.69 

9.98 

9.81 

10.36 

9.Y6 

9.88 

10.04 

9.61 

6.76 

10.69 

10.46 

7.33 

9.08 

6.84 

7.08 

o 

t- 

z 

U) 

lllf 

s 

f-1a>O^«:H9>€0l0C4<D«^^>^>!O 

§ 5SSS!2gj§8Sg3SS8 

«*>  «4»9«^.c^}^-p^^ovo2SkatOvocslo| 

rH  •Hr-t>HMCMev}(Oe<>r4CMtOcgntO 

TYPE 

2: 

lU 

? 1 1 1 

fi  ® 1 «• 

g 

1665 

2011 

2461 

2117 

2788 

3386 

2626 

6397 

6450 

1729 

3013 

6963 

3636 

4642 

5606 

o 

ru 

N 

cc 

< 

^ 9 % 

lifU 

«0  0»0««CMCD« 

IM  CMlOCMtO>(0 

S 

s 

3 

OT 

c»  ui 

» j 

5 S 

X o 

M z 

(O  .lO  it>  U)  ID  tf)  ID 

eg  cgcgcgc«;D(NiDiOtf)iDtOlOtDO 
'O  g>vOso<Dcg^r»i>r»r>t>-(sc^o 

.O  intniDtDlDlOiK>tO(DlOlOiDtD<D 

5|Pi 

S 

206.0 

20L.3 

206.3 

205.5 

203.3 

203.9 

206.1 

200.6 

192.3 
203.2 
203.8 

192.7 

203.2 

204.2 

186.7 

1 

1 

i 

M 

i 

<^essxsssstsgs  tc 

£ 

w 

< 

C9 

1 . 1 

sstxt  tStSztKXt 

5 C 

d 

2 

UJ 

> 

liu 

s 

1 

16.69 

16.69 

18.69 

26.04 

28.04 

26.04 

37.38 

37.38 

37.38 

18.51 

27.91 

37.38 

46.73 

46.73 

46.29 

i 

8 

O 

1 . 5 

1 ^ 5 
& 

1 

80 

80 

80 

120 

120 

120 

160 

160 

160 

80 

120 

160 

200 

200 

199 

u. 

o 

1 " ^ ® 

3.00 

3.00 

3.00 

3.00 

2.76 

2.26 

2.76 

2.00 

1.76 

3.00 

1.83 

1.76 

2.00 

1.60 

1.00 

i- 

! 

S'  1 

1 i 

5 1 

1^  biiit<;>.sua<b9u&u&<&.;3bbb.6. 

“A  ooal<iiiAcic4<i<ic4iAii 

rjt  NniHMt6<HnniMnn.HNr6 

S §®«§§SS3SSS88^ 

a 

fii 

1 1 

Z 

1101 

1102 

1103 

1104 

1105 

1106 

1107 

1109 

1110 

1116 

1122 

1113 

1114 

1116 

1123 

140 


i 

M 

s 

4.72 

5.18 

3.34 

i 

bi 

e 

S 

s 

to  0(7»Oa>tf)0}a>0^i09>«AOiO 
CO^«4>l/)<^lOC^|CDO^^tO««•CV|40 

to  estQfHOkakCM(s<D(bcr»coQe^.o 

o tO^tOeslOttO^CMOlCMCMCOtOlO 

& - i * 

s 

co  OlOlOQSfHIO  *x>toco«4>ot>»Co(n 
o Qo^(nu)40^n^to^tAto«f^ 

CC  MCMCMM€si<^CMCs|M<^0|Clc^ra 

I'Sil 

: 

s 

a g-  i 

1 ^ ^ 

s 

CM  »»9»e*>t0^rH4#o»OQ 

f>«^(MtO9kOkOPrH•H^>^•0O^  t 1 1 

40(7»^iArHOM>^e»^ 

\0  atiHU>(D  «-(iOcOOOOfHt^<DCO 

u 

1 ^ ^ 

s 

CO  t0<DMOO9»iOl0OM>40^<0^ 

(0t0t»«ocDr-(D9»mi0M*to:o^4O  i i i 

in 

tfi 

H 

_1 

3 

111! 

s 

343.0 

454.6 

565.6 

601.1 

668.2 

870.7 

586.8 
614.1 

1044.2 

1003.8 

999.6 

1167.9 

927.7 

1079.3 
1044.3” 



i 

UI 

c 

u 

1 1 1 

S 

401.8 

527.8 

653.4 

617.3 

796.2 

977.7 

776.7 
993.6 

1199.6 

1196.8 

1194.1 

1323.4 

1191.1 

1413.9 

1300.7 

1497.4 

1464.9 
1092.0 

q: 

Ul 

> 

< 

u. 

l|Mir 

1‘iip 

S 

O 

1- 

z 

lU 

5, 

Mii 

J 

N. 

^ ^r>l04*iO^MtOOtOtOtQCwt^ 

O HM)00n>OO«HtQCM^OtA^-ir> 
rH  ^»-ioou3a>too»a>^ioa>^«H 
Ap4r-IC\)CMr-«CMCMCMCMt0CS|t0l0 

TYPE 

Ui 

g 

0) 

uu 

S 

Q 

w 

N 

£ 

< 

fla 

Vi 

1 

0 OM«4CMCM^a>40MOlOOCMCOi#CMN 

1 S?SSS85!g:SSS!3!§SSS2g 

rt  !5«iouoiOioro^4040«<ocDooa>®o 

s 

z 

3 

(0 

S 

■<  d 

* Kl 

5 3 

S g§88888888882§;28g 

M>  ih46«04O«b«OM>*O4O<b4OM>COOlOiOIO 

i|i4 

S 

206.4 

203.2 
204.9 

203.6 

204.6 

203.8 

203.6 

204.3 

204.4 

201.9 

202.4 

204.3 

203.3 
203.1 

186.7 

198.5 

191.0 

203.5 

H' 

M 

1 

^ss:rc£ccss«sea«  cb 

Ifjiit 

l’£•ti 

s 

1 

tg  lOtgiO<DCMCOnU3|OOCDt**'<*9»CI>M<^ 

S ^S3S{8SSSgSgSS8g?5g8 

d 

z 

U1 

> 

c 

l|2| 

s 

s 

S 38SS5;c1SS[§!S3S3255?3S 

O 

s 

o 

u 

2 

1 . 1 

1 " 1 
<1 

I 

80 

80 

79.8 

120 

119.6 

120.0 

160.1 

169.9 

160.1 

160.0 

160.0 

159  .9 

199.7 

200.0 

199.0 

199.8 

200.0 

240.0 

u. 

O 

S 

s ” 

1 

£88^^28882 SSSS8  . 

o ibooor4ooodoo»ooi-i 

! 

J J 

II 

^ pL4Cs|CM^PMPh^  EnPm 

a 

oi 

3 

M 

aaiaissyisgigasgg 

141 


GRAPHICAL  LOGS  OF  TESTS. 

A graphical  log  is  made  for  each  test  to  show 
the  conditions  at  each  ten-minute  interval,  and  to 
indicate  any  irregularity  in  the  weights  of  coal 
and  water  during  the  run. 


142 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 


12  9 1912 
fix  1(>H 


Sheet  No.  P-1116 


West  Jersey  & Seashore  Railroad  Company 
TEST  DEPARTMENT 

Graphical  Log  of  Locomotive 


Tests  of  a Class  E3sd  Locomotive. 


Bulletin  NO  11 


Altoona.  Pa  1-9-1913 


TOT 

i 

1 

m 

PP 

iH 

irn 

P 

m 

i 

1 

p 

I 

1 

1 

1 

4n 

44 

i 

SS1: 

m 

> 

in 

: jQ 

S(fl 

0 

r:^ 

-L 

i4l 

fP 

*in 

I 

iiE- 

Bi 

111 

P 

J 

1 

1 

1 

1 

B 

i 

HTT 

qf 

br 

i 

I 

pHHq  ^ 

iiP 

298 

< z 
od 
- 00 
a. 

00 

U D. 

Ul 

u. 

y 

ft 

s«i 

.IZJ. 

tHit 

- 

ijr- 

III 

{ffip 

1 

rl:i  it 

|| 

iiii 

1 

1 

1 

Si 

I 

t4 

1 

ij 

s 

mi 

I 

1 

1 

i 

:Uz  t ■ 

f PS 

l!;:l 

id 

— 

s 

it 

1 

-It 

OTT  OTt 

1 

1 TUT 

1 

1 

I 

1 

Ii: 

I 

1 

1 

p 

I 

1 

1 

i 

I 

ill 

ISC 

r~ 

— 

4_i 

rfr 

lit 

1 

+j^ 

imp 

MW 

y 

.pirn 

1 

itffi 

P 

s 

1 

M 

hrf 

i 

5u 

p 

Pit 

ft25 

t20 

1 

w 

:-ia 

1 

i 

B 

i 

1 

'••T 

S 

m 

b'ilp 

I 

1 

S 

i 

S 

i 

il 

H 

M 

Si 

i 

■CU 

■T^ 

B 

B 

I 

1 

1 

1 

i 

ii 

iL'i 

MM 

si 

il 

i 

I? 

ill 

OTi 

i 

tr 

it 

1 

tfr 

1 

b 

fti 

i 

EU 

IS 

s 

W- 

I 

1 

i 

i 

Spi. 

ppifj 

28 

LX5 

-'irt 

trir 

iC-l 

M 

M 

i 

1 

is 

B jiH  P 

P 

M 

b 

il 

S 

ijh 

s 

— 

ti 

Ltpr 

mi 

S 

P 

PI 

ir;i 

si 

i 

S 1 

wM 

tn 

9 

p 

SI 

S 

i 

pfl 

mtm 

p 

p 

ifi 

p 

'1 

B 

Hi 

i 

— 

t*r: 

5-i: 

§ 

W. 

fr:^ 

nq 

I 

3I-1  xhi 

i 

- i • -Iy 

sb 

1 

s 

S 

M 

W] 

p 

8 

8 

8 

B 

ill 

a 

rnr 

tip 

1 

P 

iiil 

it,  OT 

1 

in 

ijpS 

i 

n 

P 

n 

im 

itStS 

p4 

s 

!ir  HH  HI 
ftH  iff  m 

i 

DDDET 

i:-a 

Zjj 

5 

5 

It 

l7Hi\ 

• • ' »-l 

j& 

SSj 

ii 

s 

otB 

it 

il4  4J 

!iH  ii 

H IHi  ti‘4 

ixwrz  41-L 
r "tU  Ul, 

s 

TCt 

i 

I 

I 

1 

4 

1 

I 

j 

1 

1 

I 

I 

1 

1 

tHthh* 

HH  HH  j" 

iil. 

Z 

ri 

a 

o 

X 

! 

yn 

^3 

u:: 

[iH 

[';P 

F 

i 

im 

[n.-i 

s 

i?: 

yf 

tPnr 

Ff 

1114 

p 

g 

tql 

St 

5^  ^ 

t «p  • := 

7pq; 

■p 

OTT 

t-U 

i 

M 

tq*. 

bb 

S 

i 

1 

1 

I 

*ftr 

s 

jil 

1 

44 

i 

ft 

w 

s 

p 

p 

1 

1 

ft 

Hplm  F: 
:Hi  Hr 

lii: 

1 V 

in 

q: 

LU 

— 

__  _ 

p 

rr,  iL 

.*tH 

pi 

it 

T' 

F 

b 

lb 

r*t^ 

P 

hh 

w. 

1 

w 

tr 

0. 

1/5 

— 

SSQQ 

TOCO 

PS 

LAJ 

fflf 

Siii 

b 

r.u  n 
;.r! 

er 

Pi 

ma 

hi; 

ift;. 

UP 

%4 

nri 

tUi: 

T:p 

bii 

=u 

P 

1 

UJ 

Q. 

•J 

S 

z 

Q 

r- 

C 

i 

lip] 

PI 

ii 

■ 

i 

[i£ii 

r 

t} 

b 

.-rrt- 
1 ^ 

ib 

pl'Hi 

rPit 

II 

tt 

p 

,i;f 

:;l  ;.t 

-l4f 

^{?l4  -Uif 

'-V 

I 

P 

• H 

pi 

tr 

n; 

B 

;trr 

i 

W; 

1 

1 

i 

p 

f 

s 

Hrli 

i‘‘.  T 

i/i 

Q) 

o 

z 

K- 

■“ill 

rS 

pi 

III 

r" 

; .. 

® 

pi 

X 

—■-T: 

MiT 

kfb 

EU 

it 

p 

m 

44 

44 

g 

f 

mw 

J 

CL 

D 

8500 

HP 

1 

E- 

ss 

* r 

li  --t 

b 

Hi  (I 

1 

ii 

1 

1 

i 

Hi 

i 

s 

ppS 

ui 

a. 

t/i 

Q 

Z 

< 

0 

Q. 

p 

i 

: jq: 

ii 

PI 

[j^ 

b'!- 

pitl 

!-]. 

Jf 

i — 

e-V 

b 

4b 

i 

IB 

P 

P' 

Im 

Sb 

Hit 

HH 

1 

i 

I 

1 

d 

lii 

;F  :;Tf  Hi 

D 

(/) 

U) 

3 

z ; 

J 

J 

D 

^000^ 

y 

r - 
Hfr' 

t 

i 

i 

1 

i 

ii 

lliPpiIq 

tir-  * • — 

q* 

t.t:. 

J 

Ir^ 

ji} 

i 

ir 

h 

1 

:rB 

p 

tii: 

P 

li 

iii 

1 

I 

p 

4 i: 

p 

s 

1 

ft  Is!  II 

Ul 

a 

S ' 

o: 

Q. 

uiiuU 

IPVV/ 

' _i'' 

li 

'■m 

ihi 

’_p 

lb 

ii'i’ 

1 

-r-r-P 

b ' ^ 

1 

b"* 

pi 

41! 

liU 

i 

B 

1 

TF 

b 

i 

s 

s 

n?t 

M 

PSP 

Q. 

Gl 

tr 

gyOU 

tODO 

) -IL 

r 

di: 

m 

i 

fftiqpjp 

hi 

1 

I 

s 

ffir 

IS 

s 

s 

mq 

liih 

a: 

U) 

j 

</) 

z 

o 

m 

Ir^ 

PI-' 

Si 

jjpf 

*itT 

1. 

tyr- 

N 

i- 

iMiS 

L 

N 

1 

i 

PH 

ill 

i 

ilH 

mi 

^iii 

i 

i 

tm ' Htn  1 

■*74  4 • Bp'"'  ■* 

3 

$ 

1000 

5000 

^i.'- 

w 

r^.i 

tlii 

--t 

r 

i-fc< 

i 

' ^ 

b 

L 

4 

14 

p-t 

ii 

mj 

b*- 

*nr 

Hfi 

0 

O 

> 

< 

ir 

ijj'i 

q4;i'‘ 

rtT 

^ F 

* 1 

TL*-:' 

pi 

fm 

Ti  ir.y 

v.,Au:i: 

"Il 

Hi; 

itir 

-■Til 

m 

0 

L 

r 

l.q' 

L 

1 : 

L- 

i 1 

Mi 

L 

b 

jh 

b 

T 

lb 

L 

.:H: 

LL 

;UPPER  FIGURES  R.  P.  M. 
LOWER  F IGU  R ES  APPROX  . 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
~p  Y p g;  4— 4“2 
Class 
Number 


)0  20  30  40  SO  ^ lO  20  30  40  SO  ^ 

LENGTH  OF  TEST  - MINUTES  AND  HOURS 


10  20  30  40  SO 


ESed 

318 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-ofF 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  fi( 

Coal 

Z8.0 

120 

20 

P 

8.8 

Test  No. 


3111 


Shket  No. 


P-1116 


143 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

rMiLAoELPHiA,  Baltimore  &,  Washinqton  Railroad  Compant 
Northern  Central  Railway  Company 
West  Jersey  & Seashore  Railroad  Company 

Sheet  No  P-lll?  test  department  Bulletin 

Graphical  Log  of  Locomotive  Test 
Testa  of  a Class  ISsd  Locomotive.  altoonj 


1?  9 1»12 
8*  lOW 


No 


1,1 


1-9-1913 


lUPPER  FIGURES  R.  P.  M. 
COWER  FIGUR  ES  APPROX. 
SPEED  IN  MIL.es  PER  HOUR 


locomotive 
Type  4— 4»»2 
Class  B3»d 
Number  318 


Speed 

Miles 

per 

Hour 

Revolutloas 
' per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

rtircttle 

Opening 

Full 

Pertial 

Fvaponitlon 
Pounds  of 
Water  por 
Pound  of 

Coal 

28.0 

120 

30 

F 

7.9 

Test  no. 


3112 


Sheet  No. 


P-1117 


144 


145 


Sheet  No. 


P-1119 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

Pmilaoelphia,  Baltimore  St  Washington  Railroad  Compant 
Northern  Central  Railwat  Company 
West  Jersey  & Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin  NO 

Graphical  Log  of  Locomotive  Test 


11 


Tests  of  a Class  ESsd  Loooxaotive. 


Altoona,  Pa..  1-16-1913 


UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

Type 

Class  B3sd 
Number  318 


) 40  so  I to  20  30  40  SO  ^ 20 

LENGTH  OF  TEST  MINUTES  AND  HOURS 


30  40  SO 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

37,3 

160 

30 

F 

8^.- 

3121 


Sheet  No. 


P-1119 


146 


M.  P.  Bzperimental  D-1 

Pennsylvania  Railroad  Company 


Sheet  No. 


Wot  jcrwt  a ScAiMOM  Railkoao  Compa«t 

TEST  DEPARTMENT  BTlll«tln  NO 

Graphjcal  Log  of  locomotive  Test 

TMtt  of  a Class  E3sd  Looanu>tive. 


Altoona,  Pa..  I^H^WIS 


Locomotive 

Type 

Class  ®8d 
Number 


JO  ao  30  40  so  ^ JO  ao  30  40  so  g 

LENGTH  OF  TEST  -MINUTES  AND  HOURS 


speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

37,3 

160 

35 

P 

7.9 

Test  No._.  mi 


Sheet  No. 


P-1120 


147 


Sheet  No.  P-1121 


M.  P.  SxD«rimeDta3  J>-1 

Pennsylvania  Railroad  Company 

PHIUVOCI.PM1A,  BALTHKMC  & WASHtitOTOM  RAILROM)  COHRART 
NORTHEBR  CCMTHAt.  RAILWAY  COAIAANT 

Wkst  Jersey  A,  Seashore  Railroad  Cohrary 


TEST  DEPARTMENT  Ralletin 

Graphicau  Log  of  Locomotive  Test 


1*  9 1M2 
9llOH 


NO.  11 


Tests  of  a Class  B3sd  LooonotlTO* 


Altooma.  Pa..  1-10-1915 


Sptcd 

Crt.eir 

Throttle 

Evaporatior. 

! Locomotive 

1 

In 

Revolutlona 

Per  Cent., 

H.  P. 

Opening 

Peunds  of 

Miles 

per 

Full 

Water  per 

: Type  4-4**$ 

per 

Hovr 

Minute 

Cylinders 

Partial 

Pound  of 

Coal 

' Cl_ASS  Bsd 

' Number  316 

f7.5 

160 

45 

P 

6*0 

L... 


Test  No. 


Sheet  No.  F-11^._ 


148 


149 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 


Sheet  No 


P-1123 


We«t  Jebset  <1  Seashobe  Bailboao  Company 

TEST  DEPARTMENT  BulletinNO 

Graphical  Log  of  Locomotive  test 

Tests  of  a Class  E3sd  Loooniotive 


11 


Altoona.  Pa  1-24-1913 


:::UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 


I 10  20  30  AO  SO  2 

OF  TEST  MINUTES  AND  HOURS 


20  30  40  50 


Type 


4-4-2 


Class  S3s4 
Number 


Spttii 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

46.7 

200 

20 

P 

7.7 

Sheet  No. 


3136 


P-1123 


150 


M.  P.  ftKpeiiinental  D-l  • ifi2 

Pennsylvania  Railroad  Company 

PHILADCLPHIA,  BALTKKMK  & WAtMNMTM  RASJIOAO  COMTAMr 

1 NORTHCAN  CCMTIIAL  RAH.WAT  COWAIIT 

War  JiRWT  A SCASMom  Rarjmmd  CoarAHT 

Sheet  No.  P-1124  tfst  department  ftilletin  no 

Graphical  Log  of  Locomotive  Test 

Satta  of  a Claae  ESad  LoooootiTa.  altoona.  pa.  1*11-1919 

— 

COAu 

PO.UNDS 

(t  i 

Ii 

iW 

iPi 

“«  el 

HlSu 

<?  ii 

m 

m 

— 

wi 

h.  MWj 

Mi 

47 

m 

IgRifffttff 

— 

jS 

Mt:  li  iffl 

111 

W 

eSii 

iaj 

BOILER  PRESSURE.  LBS.  PER  SO.  IN 

— . 

y 

fflTfllttitlFF 

REVOLUTIONS  PER  MINUTE  ANO  SPEED  IN  MILES  PER  HOUR* 

ee 

I iHiHiii;  t 

:|||M  Hit 

1*4  1 :j± 

IZZI] 

ijlii 

DRAWBAR  PULL.  POUNDS 

44;  iSi 

mi 

1 

|i|l 



PH 

ij|ii 

liil 

kI 

iImM 

IIm  |fi| 

Jtg 

ell 

Hlfi 

1' iti 

iilK 

O *4 

AU^PCR  FIOURES  R.  P.  M. 
UOWEM  FI4»URCS  APPROX. 
SPEED  IN  MII.es  PER  HOUR 

3 20  a 

r 

ro 

LI 

40  SO 

ENGT»- 

1 1 10  20  30  40  60  2 

^ OF  TEST — MINUTES  AND  HOURS 

40  so 

3 

LOlCOMOTIVE 

TYPE—  4Hls2 

Spmd 

MU«* 

pw 

Ho»ir 

RtvolirtiMs  f 

pet 

SiBiite  ^ 

Cut-elf 
'et  Cent., 

H.  P. 

Cylinders 

Throttle 

Opening 

Full 

or 

Psrtisl 

Evapontlon 
PeMdsof 
Water  per 
.PeeiMl  of 

Coal 

Test  no.  5116 

CLASS-  ; 

Number 

Bad 

1 Sit 

46.7 

200 

35 

P 

6,5 

r 

SHAA.. 

151 


Sheet  No.  P-1126 


M.  P.  Experimental  D-l 

Pennsylvania  Railroad  Company 

PHUAOeiPHlA.  B*ltmoiic  a WASHimroti  Rmlroao  Cokpant 
NoirrHEmi  Ccntral  Railway  Company 
Mt»1  JOIMY  a SCASHOPS  RAILNOAO  COMPANY 

TEST  DEPARTMENT  BollotlXl  NO.  11 

graphical  Log  of  Locomotive  Test 


IJ  9 '<912 
8 z 


TMts  of  a Class  E3sd  Loocnotlve. 


Altoona. 


P*  1-24-1913 


upper  fisures  r.  p.  m. 

LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 
Type  4-4-n2 
I Class  SSsd 
1 Number  318 

! 


10  20  30  40  6G  | 10  20  30  40  60  ^ 

length  of  test  -minutes  and  houAs 


O 20  30  40  50 


Sp«*u 

Milci 

P«f 

Hour 

RoYolutionj 

P*'- 

Miiutp 

Cut-off 

Per  Coot., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Purtial 

Evaporation 
Pounds  of 
Watyr  per 
Pound  of 

Coal 

46.7 

200 

36 

P 

6.9 

Test  no. 


3135 


Sheet  No. 


P-1125 


152 


la.  P.  SxperlinanUU  D-1 

PENNSYLVANIA  RAILROAD  COMPANY 


i*  » i»i* 
1 X lAH 


Sheet  No  P-1126 

T«6t8  of  a Clasa  SSad  LoooBU)tlT«« 


West  Jcrsct  & SusHom  RaiukmiX)  CoMWunr 

TEST  DEPARTMENT  Bulletin 

Graphical.  Log  of  Locomotive  Test 


NO.  11 


Altoona.  Pa.  1-24-1919 


UPPER  FIGURES  R.  P.  M. 
UOWER  FIGURES  APPROX. 
SPEED  IN  MIUES  PER  HOUR 


Locomotive 

Type  "2 

Class  BSed 
Number  *11 


Spe«d 

in 

Mile) 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H,  P. 
Cjrlinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

46.7 

200 

35 

P 

5.7 

3194 


Test  no._^ 


Sheet  no P~1196 


153 


Sheet  No.  P-1127 


M.  P.  Bxp«rlin*ntal  D-l 

Pennsylvania  Railroad  Company 

PHKJUICLPHU,  BM.T)I>0NC  a WASHIHSTON  RAILnOAO  COMPAMT 
NonTMOM  Cemtaal  Railway  Compaky 
WlSY  JERSEY  & SCASMODE  RAIUtOAO  COMPANY 

TEST  DEPARTMENT  Bolletla 

Graphicau  Log  of  locomotive  Test 


M i i»tt 

s » T«H 


NO.  11 


Tests  of  a Class  SSsd  Loom)tlTe, 


Altoona,  Pa..  1-18^.1915 


4SUPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN. MILES  PER  HOUR 


Locomotive 
TYPE  'ft-d-Rg 
Class 

Number  _?1.® 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Utrottlo 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  par 
Pound  of 

Coal 

46.7 

200 

45 

P 

6*9 

5124 


Sheet  No. _J'rllJ^_ 


154 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 


_ii  » iw* 


a WAtHIKaTON 
CCNTRAl.  RAU-WAT  • 

WMT  jEWCr  a SlAtHOW,  RAILROAD  COM 


Sheet  No 


P-1128 


TEST  DEPARTMENT  Bulletin  NO.  H 

Graphicau  Log  of  locomotive  Test 

Tests  of  a Class  E3sd  Locomotive.  1-12L191S 


SUPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type_.jM^*  __ 
CUASS___ 
Number  818 


) 40  so  I lO  so  30  40  BO  2 

UENGTH  of  TEST — MINUTES  AND  HOURS 


Spwd 

t« 

Miles 

per 

Hour 

Revohitloiis 

per 

Mieute 

Cul-eff 

Per  Cent., 

H.  P. 
Cylinden 

TlirotHe 

Opening 

Pull 

or 

Partlsl 

Evaporation 
Pounds  of 
Wider  per 
Pound  tf 

Coal 

56.0 

240 

20 

P 

Test  No._ 


5117 


Sheet  No.. 


155 


M.  P.  Experimental  D-1  U j ij,i2 

Pennsylvania  Railroad  Company  ~rrm- 

PHiukOELPHi*.  Baltimore  & Washinotoh  Railroad  Compant 

Northern  Central  Railway  Company 

We»t  Jersey  a Seashore  Railroad  Company 

Sheet  No  P*-1129  test  department  BnllatixMo  11 

Graphical  Log  of  Locomotive  Test 

of  ^ SSsd  LOCOBK)tiT6«  AirncMA  Pa  4~13m>191S 

E 

= 

— 

in 

jQ 

< z 
00 
00 

0. 

1 FEED  WATER 

1 POUNDS 

J 

I 

fill  i 

iHc!*  " 

1 

1 

1 

Ii 

1 

1 

1 

1 

I 

1 

I 

B 

[it  s 

I 

1 

j 

j 

ailliiu 

liiiiiiB! 

Ili 

liiiii 

1 

1 

1 

II 

: 

— 

i 

s 

is? 

tTlt 

s 

ll 

ili 

l|!f 

k 

1 

lit 

i 

I 

1 

1 

rHi 

"F 

ii 

j: : 

jii 

iHli 

BIB 

iSI! 

I 

* 

ym 

1 

1 

1 

1 

1 

il 

^ t 

1 

8 

1 

1 

1 

fi 

1 

1 

j 

ult^ 

i 

iiii  1 J 

b:b 

b:b 

bb: 

b;|b: 

BB  B* 

— 

540 

— 

— 

r^i 

• 1 

ilfS 

$18:: 

il-il 

\u\\ 

BBS 

BUI 

i-yi 

laiiiS; 

BBU: 

;b:  :ii 

bHiH 

BB! 

eg; 

;9ii 

BBIBIB 

HIb 

[kfe 

rilH 

HiHiHi 

■:!-L 

n? 

iiU 

1 

k'. 

ill 

i Pi 

1 

tli 

k 

II 

IBB 

h-H 

SB 

m 

PI! 

IBB 

»»: 

BIB 

iiii: 

lyy 

iffil 

il 

1 

::n: 

imii 

56 

lit 

tt  1 

•r» 

Sj^JS 

iBB 

![!n 

\Sl 

ii“i 

Kh 

ijinii: 

BIBB 

bbH* 

“t!" 

Bii: 

iitii 

BIBBli 

zzzz 



ii? 

i 

lU  fti  u 

Sii 

sa 

2 ] 

!!Sf! 

IBB 

ihl: 

:Bi 

.iBiff 

iiipB 

BB  B> 

It::: 

iiiB 

Iiii: 

iHiiBiii 

iiiii 

EiH: 

iiiiiSi: 

LminnT 

BOILER  pressure.  LBS.  PER  SO.  IN  j| 

revolutions  per  minute  and  speed  in  miles  per  hour’*'  j 1 j 

ism: 

LOW 

— 

1 

ai 

P 

ill 

ffflj 

m 

iSS 

W, 

m 

iiS! 

ils 

!l 

iifiiii: 

lll^ 

i^ir 

Biiiii 

yy 

1 

1 

1 

tn 

1 

i! 

ll 

lii 

111 

I 

o 

ii 

M 

Bu: 

m 

3 

m 

M 

Hi 

iir 

J 

R 

m 

1 

i 

I? 

I 

1 

1 

1 

1 

1 

I 

j 

ii 

1 

1 

iHf 

ill 

il 

I 

m 

il 

1 

ii 

1 

1 

BI 

lii 

ii: 

f 

i'i 

f 1 

I 

1 

i:: 

M 

i 

i 

i 

i 

1 

i 

111 

i 

yir 

:::: 

1 

1 

11 

m 

IS 

, 

SIH 

M 

1. 

Iiiii 

II 

ill 

iij  ill 

drawbar  pull,  pounds 

KXXt 

rvW 

EQOOl 

S5nC! 

tttt 

PilHlII 

g 

ini 

iKtf 

HHl 

Iiii 

Ulll 

liil 

.^1! 

i 

SB 

BIB 

IHL 

riyiiyi 

BIS 

ijjh 

in 

1 

li 

1 

1 

Hi 

1 

rff 

i:- 

i 

ill 

riiiBii 

ll 

i 

1 

ft? 

1 

sen 

m 

I 

% 

I 

1 

1 

1 

t 

1 

ll 

I 

I 

I 

I 

s 

pfi 

ai;  Lli 

iLI 

m 

ft 

[IPT- 

\4 

il 

1 J 

lii 

1 

iifi 

1 

i 

k 

ifl 

Imi 

Is 

B 

kp 

si 

i 

iiii  all 

>UUnJ 

WOfXX 

?;u 

izL‘ 

-n 

-jgi 

sl 

Hi 

li  - ' 

V 

ffff 

? 

1 

1 

1 

1 

ii 

trrr 

i 

1 

m 

Jin: 

i 

ri-|i 

1 

1 

iiii 

1 

[P| 

rr  ;-[•  M 

lil 

ilk 

kif 

m 

I 

1 

i 

j;»l- 

paS 

mm 

1 

at 

? 

f 

E 

HPl!i 

§8 

ft 

n 

i 

Ll- 

ntr 

T**  1 

pi 

p 

k- 

m 

IWCl 

S5S0: 

T-tr 

1 * ■ 

.Llji  L 

k 

Li 

i'* 

pll 

M 

P 

trrr 

i 

1 

Sfi 

ii 

jiffl 

s 

ss 

iiii 

iiiJj 

t. 

It 

IT^ 

1 

W 

H-t 

W 

Iw 

iiiss 

j'B 

ii 

w, 

E 

*■' 

rtti 

-',1  ' 

C500j 

m 

tfi!  1 

diili 

rfk 

J.  ^ 

:hi 

i3 

s 

ffi 

S 

1 

1 

Bi 

W 

le 

m 

m 

ii 

8 

m 

i 

P 

yl 

,nr ; 

k 

■*  If 

I 

M 

IS 

iii± 

1 

m 

Si 

k 

jii 

E 

pp 

^QSSt 

T 

iF-Jy 

TB 

-T-  J-t- 

"l 

P 

iiii 

iiii 

-ii 

It 

P 

tm 

1 

tfcl 

1 

■Hit 

i 

I 

1 

W: 

1 

1 

1 

i 

kstil 

ip 

1 

1 

1 

m 

J 

i 

s 

tf? 

s 

1 

i 

iiii:;:! 

Lii  n;! 

# 

J 

I , 

■itH 

i 

■u;*: 

H 

Si 

s 

11  inL 

1 

g» 

IIS 

:ibi!:b: 

u:b:i:S 

M 

i 

iitiijL 

Liiia 

O 10  20  30 

❖ UPPER  FIGURES  R.  P.  M.  L. 

LOWER  FIGUR  ES  APPROX. 

SPEED  IN  MILES  PER  HOUR 

Locomotive 

Type  4m-4-« 

40  SO  1 lO  20  30  40  SO  ^ ^ 

ENGTH  OF  TEST — MINUTES  AND  HOURS 

Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P, 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

Test  Nc 

5116 

Class J 

Numbep 

USmA 

1 518 

56«0 

240 

55 

P 

6.5 

HEET  No.  P-1129 

S 

1 


156 


M.  P.  BxparlmenT-al  D-1 

Pennsylvania  Railroad  Company 

PHItAOCCFMKk,  BALTIMORC  A WASHINOTON  RAILROAO  COMPANY 

Nonthcrw  Ccntral  Railway  Company 

WttT  JfNBTY  dk  SCASHORC  RAILROAD  COMPANY 


12  1»»12 
1 1 ipH 


Sheet  No.  P-1130  test  department  Bulletin  no  H 

Graphical  Log  of  l_ocomotive  Test 
Testa  of  a Class  E3sd  Looonwtive*  altoona,  pa  1-8-1913 


❖ UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  4'4-2 
Class  sSsd 


30  40  SO  I 

LENGTH  OF  TEST 


20  30  40  60  2 lO  20 

MINUTES  AND  HOURS 


Number  318 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Pull 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

56.0 

240 

45 

P 

6*0 

Test  No.  51Qt 


Sheet  No. 


P-1130 


157 


M.  P.  Experimental  I>-1 

Pennsylvania  Railroad  Company 


Sheet  No.  P-1131 


PHILAMLPHm,  BALTIMOKE  4 WaSHINOTOM  RAILROAD  COMPART 
Northern  Central  Railwat  Compart 
Wert  Jersey  4 Seashore  Railroad  Company 

TEST  DEPARTMENT 


Bulletin  No. 


Graphical  Log  of  Locomotive  Test 


Tests  of  a Class  ESsd  Locomotiyes 


^Altoona,  Pa..  1-27-1913 


❖ UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUf 


Locomotive 

Type 

Class  SSsd 


40  SO  I 10 

LENGTH  OF  TEST 


30  40  50  2 

INUTES  AND  HOURS 


Number 


318 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 

Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

56.0 

240 

45 

F 

5.6 

Test  No.. 


3139 


Sheet  No._- 


P-1131 


158 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PHtLAOCLPHiA.  BALTiMORe  A.  WASHINGTON  RAILROAD  • 

Northcrn  Ccntral  Railway  Company 


Sheet  No  P-1132 


WC»I  J£R»r*  &,  SeASHORC  RAruROAD  COMPANY 

TEST  DEPARTMENT 


Ballet InNo  11 


Graphical  Log  of  Locomotive  Test 

Tests  of  a Class  BSsd  Loc(»notive. 


Altoona,  pa 


1-14-13 


UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

Type  4-4-2 
Class  BSsd 
Number  318 


Speed 

Miles 

1>er 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

Fartiil 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

66,4 

280 

20 

F 

7.1 

Test  No — 


3119 


Sheet  No. 


P-113* 


159 


M.  P.  Experimental  D-1  n 9 im 

Pennsylvania  Railroad  Company 

Philadelphia,  Baltimore  a Washington  Railroad  Compant 

Northern  Central  Railway  Compant 

West  Jersey  A,  Seashore  Railroad  Company 

Sheet  No  F-1133  test  department  Bullotin  No. 

Graphical  Log  of  Locomotive  Test 

Tests  of  a Class  ^sd  LooomotiTe*  altoona.  pa  1-16-1913 

6^ 

we 

— 

— 

jO 
<12 
0 3 
OO 

0. 

feslyiffilid’iAii’Sils 

: :::i: 

If 

i 

ippjjl 

ill 

lit 

iiii 

SSaimilliiiKji 

iil 

1 

im 

iii 

a :::a:a 

ii  jp|il|i 

All  J 

iiiii 

::  i k:::: 

•;  ihuu 

Hai  iij! 

iiii 

::a 

n ipijiii 

■il 

miii 

iifll 

aa:  :a: 

j 

aa  an:  a 

ill 

mH 

m 

2AA 

— 

llllllll 

iHi  im  iiF: 

HirjlLiiiil 

yilljiim 

I* 

iiliiiii 

sun::: 

i:  IlHiiii 

ii  niHjjj! 

fllll 

[boiler  pressure,  lbs.  per  so.  in  ||  il  ! 

revolutions  PER  minute  AND  SPEED  in  MILES  PER  HOUR*  |j  i,  ^ S | 

aoftft 

z-zzz 

i 1 1 

J Li_ 

ii||||||| 

jiK  p :» j: 

tuL 

S, 

1 

]:u:ai 

iliiiHl 

imim 

imim 

HiiiF 

1 il 

ii  iiiiiiii 

11 

^ 'I  'mIIi 

Hlilli' 

:::as  :::: 

1 • 

is:::::: 

i:::!!:! 

s 

s 

mi  mmmi 

Hjiiii  mill 

iiiii  iiii 

. 

:::::::: 

i 

:::n:n 

inn::: 

Hilllllill; 

001011H111P1 

" j||i|||j 

jB||||i|| 

III!  ill 
II  Will 

iii 

nmimi 

iiiiiiii 

! 

.. 

iii|i|iiiii- 

aa:!::::^ 

iiiiaiijiH 

::::a::::: 

iiiiimmmoi 

loj  mrmii 

DRAWBAR  PULL.  POUNDS  ^ 

1111111 

illiiilil 

slflMg 

HHJIII 

iil  iili 

iiiii  iiii 

dimiim 

1:11401 

ii 

Sll! 

II  miiPi 

::n:H: 

Ii  iiiliyi 

: !;:!:!  |!l: 

: :::: 

liliijjiijf 

iiii 

ii!!ilL!ll| 

miiii 

iimm 

il  mom 

ii  iii  ill! 

iiijfli  ii  iiiHiiiir: 

iHi  iH^idiil 

aa:;a:i 

iHIninil 

Wlli 

ii-  iiiiiiii 

HLmim 

iiyiil  II  ilijiii|||! 

seee 

4000 

SI  ggllll  i|;;g  li  Mg 

m mm 

j’limmii 

iim 

i!  Iiiiiiii 

ipp 

iHii.  yiipi 

|l|l|pil  IpHlIjil 

1 1 ^ I 

li  iuri 

P !%  m III 

atusa  la  a 

iiii  iil  ill  ;i 
nil  Hi-lii  il 
iiii  Hi  iiiii 

aa  a:  a:as 

i!|i  il"  iH  ii 

jII 

iiilliiiij 

ill 

::!ia:::: 

gilgp 

EPi 

iiilim 

.1 

iimm 

imim 

1 iPom 

|j  llljjlll 

inn::: 

s 

il  Illiiilil 

ii  miiiiii 

: 

1 [iiiii  ill! 

in:::*::::  * 

I iiliiliim 

iniiliiiiy 

111  iniilii 

mm  imiioi 

mm  iMimiol 

mm  iHiioiii 

Liiii  a-:. 

na:u  ::  ia:aa:i; 

3|S|Jj 

sg'riSgSiiii  Isiisiig! 

liiini  nil  HI 

llilHiMiLll 

immiiii 

sllii 

ill 

Hiiiiii 

iiiaiii 

aaij:: 

ii:  iiiiiiii: 
::  ::::::::: 

ii  Iiiiiiii 

::::::::::::: 

yiHi  iliiliHiliiti 

ipl  PIpE 

^000 

il «"  1 : :h» 

1 111111111 1:  IlllMIll  1 

sa:  a:  a:  a 
iiii  [ii.  iiiHi 

lijiifli  Ijijll 

llmi 

il::;;:::: 

mj|ii! 

iiiilill 

a a:::;::: 

' 

::::::::::::: 

lillmiil 

mo: 

in[|j.j|j||j||  ji  j li|  i, 

liiirilllllliil  jllilllliIMJII  1 

> 11  llliiil  1 

Iiiii  iii  iiiiiii 

ilill  ill  ULlii 

Iiiii  ill  ill  ill 
mi  iiiii 

~ H{.i'!!!. 

iiiiiiilH 

iiiiiiilil 

iiiiiiiiii 

iiiiiiiiii 

ill 

:iiiiii! 

::a:ai 

ii  iiiiiiiii 

II  Ijiiiiiii 

ii  miii 

: 

lilHiiliilli 

1 iiiii  nimiiOlil 

liii||  piil||lii| 

1 IIIII  lljlllillllli 

:h  UPPER  FIGURES  R.  P.  M. 
UOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  4«4«2 
Class 


30  AO  SO  ^ lO  ao  30  40  so  2 

LENGTH  OF  TEST  MINUTES  AND  HOURS 


Number 


316 


SpMd 

!■ 

■Mm 

P«f 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

M.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

65.4 

280 

30 

P 

6,1 

Test  No ^22 


Sheet  No._ 


P-1133 


160 


M.  P.  Bxp6rlna«nt»l  D- 1 

12  » ll>12 

Pennsylvania  Railroad  Company 

l>HIL*OCLPMIA,  BALTIMOIW  lb  WAtHINdTON  RAILnOAO  COMPANT 

NOUTHtlW  CCHTAAL  fUlLWAT  COMPANr 

WMT  JCRSEV  A SCASHOM  RAHnOAO  COMPANY 

••ilfH 

Sheet  No.  P"1134 

TEST  DEPARTMENT  Bolletln  NO 

Graphical  Log  of  Locomotive  Test 

11 

Tosts  of  a Claet 

ESsd  LoOOmotlTe.  Altoona.  Pa 

Im.20-191.3 

SUPPER  FIOUPES  R.  P.  M. 
I.OWER  FIGURES  APPROX. 
SPEED  IN  MII.es  per  hour 


locomotive 
Type 

Class  _ 
Number  318 


^ iO  20  30  40  BO  2 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Spe«l 

in 

Milet 

per 

Hour 

Revolutioni 

por 

minute 

Cut-off 

Per  Cent, 

H.  P. 
Cylinders 

ThieWe 

Opttitng 

Foil 

or 

Portiai 

Enporotlon 
Poondt  of 
Witorpw 
Pound  of 

Coal 

65«4 

260 

35 

y 

6gS 

Test  No — SlSfi 


Sheet  No P"»3l134 


161 


M.  P.  Experimental  D-1 

PENNSYLVANIA  RAILROAD  COMPANY 


Sheet  No  P-1135 


Philaoeupmia,  Baltimorc  * WASHmaTOH 

NoRTHeiw  Central  Railway  Company 
West  Jersey  a Seashore  Railroad 


TEST  DEPARTMENT 


Bulletin  No 


11 


Graphical  Log  of  Locomotive  Test 
Teets  of  a Class  EBad  Locomotive.  altooha,  pa  1-20-1913 


lUPPER  FIGURES  R.  P.  M. 
LOWER  FIGUR  ES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
TYPE  dd4«2 
Class  BSad 
Number  


Speed 

Miles 

per 

Hour 

Reesle*'  .is 
per 

Minute 

Cut -off 

Per  Ccflt., 

H.  P. 
CyUnders 

■DirotHe 

Opening 

Full 

or 

Partial 

Evaporation 
Poands  of 
Wstof  per 
Pound  of 

Coal 

74.7 

320 

20 

7 

6*5 

Test  No._ 


3126 


Sheet  No.  P~1133 


M.  P.  BxparlmeDt&l  D-1 

IJ  » IHli 

Pennsylvania  Railroad  Company 

PHtLAOSLPHIA,  BALTI.O—  & WASHINGTON  RAILROAD  COWPANV 

Northern  Central  Railway  Comrany 

Wert  Jerrcy  A.  Seashore  Railroad  Company 

► I ii  H 

Sheet  No  P-1136 

TEST  DEPARTMENT 

Bulletin  No 

11 

Graphical  Log  of  Locomotive 

Test 

Teats  of  a Class  £3sd  Locomotive. 

Altoona,  Pa 

1-.21-1913 

rfUPPEW  FIGURES  R.  P.  M 
COWER  FIGUR  E3  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  4-4-2 
Cla-ss  E3sd 
Number 


Spefd 

Wiles 

per 

Hoit 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

ODenim 

Full 

or 

Psrtial 

Eyep  oration 
Pounds  of 
Wator  per 
Pound  of 

Coal 

74.*! 

320 

25 

P 

6*7 

Test  No. 


3128 


Sheet  No. 


P-1136 


163 


M.  P.  Experimental  D-1 

12  9 11»12 

Pennsylvania  Railroad  Company 

PHILAOCLPMI*.  SALTIMOflE  Si  WASHINGTON  RAILROAD  COMFAHT 

North  xn  Ccntral  Railway  Company 

WtST  jEBStY  A SEARMOPe  RAILROAD  COMPANY 

S z loK 

Sheet  No  P-1137 

TEST  DEPARTMENT 

Bulletin  No 

11 

Graphical  Log  of  Locomotive 

Test 

Tests  of  a Class 

E3sd  Locomotive, 

Altoona,  Pa.. 

1-21-1913 

•:UPP£n  FlOUPSS  P.  P.  M. 
UOWEQ  FIGURES  APPROX. 
SPEED  IN  MlueS  PER  HOUR 


Locomotive 
Type  ^"^2 
Class  E3gd 
Number 


LENGTH  OF  TEST— MINUTES  AND  HOURS 


Speed 

Miles 

oer 

Hour 

RcYolutions 

per 

Minute 

Cul^ilf 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

Partial 

Evaporation 
Pounds  of 

Wate.  per 

Pound  of 

Coal 

74,7 

320 

30 

P 

_5i2 

Test  No.  3127 


Sheet  No.  P—1137 


164 


M.  P.  Bxp«rlmentckl  I>-1 

Pennsylvania  Railroad  Company 


n 9 1H12 
9*  loH 


Philaoclphia,  BALTiMom  dk  Washihoton  Railroad 
Northiam  Cintral  Railway  Company 
Wear  JlRSEY  it  SlAtHOM 


Sheet  No.  P-1138 

Tests  of  a Class  E3sd  Loccnootive, 


TEST  DEPARTMENT  Bulletin 

Graphical  Log  of  Locomotive  Test 


No 


11 


_ ALTOONA.  Pa  1-27—1913 


UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

TYPE  4-4^ 
Class 


Number 


£3sd 

318 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

83«< 

360 

25 

P 

5,3 

Test  No. 


3142 


Sheet  No. 


P-1138 


165 


M.  P.  Bxpsiimental  D-l 

Pennsylvania  Railroad  Company 


Sheet  No 


P-11S9 


PhiLAOELPHIA,  BalTIMOU  a WASHtNOTON  RaiLROAO 
Northern  Ccntrai.  Hailwat  Company 
West  Jersey  A Scasmow  Railroad  Company 


TEST  DEPARTMENT 

Graphical  Log  of  Locomotive 


Bulletin  No 

Test 


11 


Tests  of  a Class  E3sd  Locomotive. 


Altoona,  Pa  1-28-1913 


— 

— 

a 

111  iHilttl  lilt 

M 

M 

M 

S3 

^11 

l5p^P 

m 

ZQQ 

in 

Ulu) 

sIb^ 

llill 

.:b:ks:8ib 

liHHusraB 

::::i;:r:  : : 

11 

jj 

1 

sm 

Hyimi 

BB 

IbI 

i ip 

r 

J □ 

< Z 

03 

00 

a 

00 

UJ  1 

m 

I 

il 

ISii 

lliil 

til 

illLL 

nil 

mil 

1 

"r 

:k! 

IHli 

1 

1 

jl 

Ji 

nil 

:UB 

iSSSi 

iiln 

i»K 

nil 

1 

ilMi 

:b:bb: 

”1 

. 

bb: 

b:b 

BIB 

ll 

||i 

— 

— 

^iz; 

1 

Ul 

u. 

il 

ij 

B 

il 

ml! 

M 

Hil! 

iiill 

■Hi 

H 

IIBI 

illli 

ii 

1111111111 

il 

r 



“■■ 

llllilli 

iii'nnyii 



560 

64 

5S 

■plpl'jjap 

1 

1 

itHHia 

s 

L 

iiii 

li 

BIBBBI 

"L  ■. 

__ 

— 

il 

ll 

M 

ii 

?l§  iHi 

mm 

1 

1 

si 

m 

llBl 

1 

::::: 

Hill 

:::» 

IBII 

ii 

I 

,1 

m 

.1  I. 

BB  :b  !bbb: 

-Ti 

ia 

ijjiM 

r:r 

•nr. 

ill 

m 

||l|l 

li 

HI 

•«  „ 

— 

& 

|| 

B 

■■■ 

Si 

1 

s:: 

1 

HI 

»::: 

IBB 

b::: 

BIH 

i 

Bu: 

IHB 

li 

11 

l:i:i 

j:i:: 

11 

ill 

III  BB.  bBHB 

B ““ 

:b:  bb  bb:  ::: 

- z 

s 

Em 

Si:i  ^ 

Pi 

"iSfi 

iiOlii 

1 

i 

1 

Ii 

ill 

11 

:b:  b::  ::::: ::: 

IBI  BB  Hi::  IB 

6000 

— 

ii 

4 

Jit:  i:ai 

l^sHm 

lilll!'l§ 

u.a 

i 

s*i: 

iiii 

1 

i 

1 

rimiiii 

Big 

iilill 

IbI  „•■  •■  • 

bII  bI:  bbUb:: 

::::  :::: 

iiT 

^ t*r*- 

jT  zit 

Zt94 

ptTl|pp 

^^nuBni 

M 

y 

1 

1 

li 

Illli 

IBIIBBI 

;bbbs: 

IIH  iiii  piliii 

s 

“ii  ^ 

USM 

mmm 

SHiunmn 

ffl 

ihH 

1 

iiHIHIII 

lilfBlrllllliiiB 

z 

or 

5000; 

izr_ 

s 

ii 

JH: 

is 

fepM 

iii 

1 

1 

PI 

|H 

Ii 

. 

W 

jjjjjUjji 

BB  :bb:b::b::: 

B:r:::: 

6 

o 

X 

WOO 





?4C-:L; 

zih|i 

t-  .Kifs 

Sil 

5j||p|HM 

111 

ffi 

Jll 

il 

lilli- 

BB* 

IIH 

UlilBpI 

i illli 

if) 

a. 

UJ 

Ou 

j 

w. 

pjp 

gapp 

pip 

M 

1 

m 

“ 

11 

mm 

PER 

UJ 

T 

tfi 

0 

ZlZlj 

S 

gj 

l|i|i 

ii 

Sii 

pl 

III 

1 

s 

IT 

SB 

ill 

ill 

III 

:r 

:»« 

BIB 

BBi 

bb: 

11 

11 

i 

11 

11 

Hill 

iill 

cn 

0) 

z 



1 

ia 

MW 

Pjp-p: 

g 

1 

,1 

m 

IHHH 

o 

UJ 

z 

:!iii 

jl 

^ Slit 

iMipP 

p|i|i 

Hi 

Hi 

:» 

m 

m 

Illli  iiiriiiiiiyii 

j 

(L 

(/) 

D 

i 

M 

jjZitTj 

PlIPP  pj| 

SSStS&SSS^SIS! 

P 

w 

b; 

B! 

•»: 

::i 

i 

li 

bI 

B^ 

iiilil 

111* 

o 

1 

^ 

BSimK 

t^nn: 

p ffll; 

111 

111 

P 

w 

il! 

j:: 

l& 

¥ 

li 

Ilf 

li 

11  UnHii 

(T 

< 

1 

1 

111 

111 

M 

1 

: bb:bb 

Ir  IIIBIHI; 

Ilf 

ilHil 

IliMillilli 

D 

(/) 

=3 

J 

J 

::'zz{ 

Ittii 

pffil 

SMp 

i 

w 

i 

P*  iii 

IH 

u:rr:: 

iiliili 

tf) 

Z 

T 

D 

5000 

1500 

ftH 

Hilil 

11 

iffl|j|n|llp 

siiis 

i 

ppj 

m 

1 iimi 

III 

:bbbb 

•BriBi; 

JI--L 

IL 

iSSBIii-sS 

# 

Piair 

■ • 

JBBBB 

j: 

IL 

£ 

tr 

mil! 

:::: 

: bbbb:. 

:b:::bb:b: 

s::  :!b:b:::::b: 

Q. 

(T 

CL 

t/5 

Z 

o 

< 

m 

^00: 

1000 

ii 

ii 

|sl 

il 

pil 

lys 

1 

i 

m 

= 

1 

MHIIIb 

Hi 

Iiii 

•slj.  .■  . 

U1 

J 

0 

h- 

=3 

o 

> 

$ 

< 

LOOP 

5000 

ll 

ill 

Pi! 

il 

fij 

^SiiiiSS 

■■•nSnSSSSn 

iii 

pi 

i 

i 

B 

I 

1 

11 

miiBHiiiii 

bbibbbb: 

IBBBIBBB 

.is  III  5 

CD 

Q£ 

Q 

jjgiig 

iiHlillSIs 

SSSSSSmS 

awHS* 

iSSSS  SSSmSSSI 

»ns:::p»% 

M 

m 

....  ... 

„ 

SSaj 



3 

lO 

20 

30  AO 

50 

t 

20  3 

O 40 

5 

o 

2 

1 

o 

20 

30  40  50  0| 

UPPER  FIGURES  R.  P.  M. 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  4-4r«2 
Class  E3sd 
Number 


LENGTH  of  TEST  — MINUTES  AND  HOURS 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinder* 

Throttle 

Opening 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

83.9 

360 

25 

P 

5.3 

Test  No.  _ 


3143 


Sheet  No. 


P-1139 


166 


INDEX. 


The  numbers  refer  to  pages. 


A 

American  Society  Mechanical  Engi- 


neers  61 

Analysis,  coal 17 

“ smokebox  gases 28 

Areas,  steam  passages 45 

Ashpan 6,  28 


B 

Back  pressure 80,  110 

Boiler,  description 5 

“ efficiency 45 

“ horse-power 45 

“ performance 18 

“ power 45 

“ pressure 18 

Brick  arch 28 

Bulletin  No.  5 77,  98, 103 

« “ 8 5 

« “ 18 87,  95,  116 

« « 19 59,  77 


“ 21 18,  37,  39,  41,  51,  52, 

59,  70,  77,  85,  86,  87, 
94,  96,  116,  118,  121 


C 


Carbon  monoxide 28 

Circular  nozzle 11 

Coal,  calorific  value 17 

“ per  i.h.p.  hour 89 

“ “ d.h.p.  “ 119 

“ rate 89 

“ saving 116 

Combustion  rate 26 

Conclusions 122 

Cylinder  diameter 118 

“ temperature 64 

Cylinders 11 

D 

Dead  grates 5 

Description  of  locomotive 4 


Diagrams,  indicator 70 

Dimensions,  E3sd 4,  126 

« E2d 138 

Draft 23,  87 

Drop  in  pressure 18,  51,  75 

Dynamometer  records 96 


E 


Efficiency  of  locomotive 113 

Evaporative  performance 32 

Evaporation  rate 39 

Exhaust  nozzle 11 

“ passage 86 


F 


Firebox  temperature 23 

Friction 113 

Fuel  used 17 


G 


Gases,  smokebox 28 

Grate  performance 96 

Grates 5 


H 


Hannover  Compound 113,  123 

Heat  balance 61 

“ transfer 26 

Horse-power,  boiler 45 

“ dynamometer 96 

“ indicated 75 


Indicated  horse-power 75 

Indicator  diagrams 70 

Irwin 17 


167 


Juniata  Shops. 4 

L 


Length  of  tube 23 

Lift  pipe 11 

Locomotive  performance 96 


M 

Machine  efficiency 

“ friction 

Maximum  drawbar  pull 

“ evaporation 

113 

113 

103 

107 

N 

Nozzle,  exhaust 

11 

P 

Penn  Gas  Coal  Co 

Performance  of  engines 

64 

Piston  speed..... 

“ valves.... 

Power,  maximum 

98 

14 

103 

Pressure,  boiler 

“ ‘dynamic,  stack 

18 

30 

R 


Rate  of  combustion 26 

Recommendations 124 

Rectangular  nozzle 11 


Saving  in  steam 119 

Schmidt  superheater 6,  39 

Smoke 28 

Smokebox 6 

“ gases 28 

Speed,  piston 98 

“ in  r.p.m.  and  m.p.h 65 

Stack  and  nozzle 30 

Steam  passages 11,  14,  45 

“ pressure 18 

“ to  engines 77 

“ per  d.h.p.  hour 110 

“ “ i.h.p.  « 77 

“ velocity 45 

Stephenson  valve  gear 101 

Superheat 51,  64 

“ and  horse-power 70 

“ “ water  rate 80 

“ in  exhaust  passage 18 

Superheater 6 


T 

Temperature  of  cylinders... 64 

“ “ firebox. 23 

Test  results,  E3sd 127 

“ E2d 139 

“ “ general  summary 127 

Tests,  description  and  outline 16 

Thermal  efficiency 116 

Thermo-couple 51 

Tonn^e  rating 121 

Tractive  effort 5 

Tube  length 52 


Y 

Valves,  piston 14 

W 

Water  saving. 116 

Weights,  locomotive 4 


PENNSYLVANIA  RAILROAD  COMPANY 


Locomotive  Testing  Plant 

AT 

ALTOONA,  PENNA. 


BULLETIN  NO.  12  (REVISED) 


Formerly  Bulletin  No.  15 


BANK  VERSUS  LEVEL  FIRING 


Copyright,  1913,  by  Pennsylvania  Railroad  Company 


1912 


i 


\ 


THE  H6b  CLASS  LOCOMOTIVE. 

The  type  of  locomotive  used  in  the  Bank  and  Level  Fire  tests. 


(4) 


r 


LOCOMOTIVE’ TESTING  PLANT. 

BANK  VERSUS  LEVEL  FIRING 

Two  methods  of  Locomotive  Firing  and  the  results  from  a 
competitive  trial  under  Test  Plant  conditions. 


Conclusions  and  Recommendations  on  pages  19  and  20. 


INTRODUCTION. 

1 . This  series  of  trials  of  level  and  of  bank  fires  in  a locomo- 
tive has  resulted  in  a general  conclusion  that  the  best  practice  in 
firing  is  to  keep  the  fire  level  and  bright,  and  at  the  same  time  as 
thin  as  is  possible,  in  order  to  carry  the  load  upon  the  boiler. 

2.  There  are,  on  the  Pennsylvania  Lines  both  East  and  West, 
nearly  two  thousand  consolidation  locomotives  of  the  H6b  class. 
They  have  a wide  firebox  and  a nearly  level  grate.  The  bitumin- 
ous coal  burned  in  them  is  from  over  one  hundred  mines,  for  the 
most  part  in  Pennsylvania,  but  extending  all  the  way  to  the  Illinois 
fields.  It  is  to  be  expected,  with  this  diversity  of  coals  and  the  large 
number  of  men  who  fire  these  locomotives,  that  differences  in 
method  of  firing  will  occur.  Firemen  are  instructed,  by  the  road 
foreman,  to  fire  by  the  level  fire  method,  and  this  method  is  in 
general  use.  It  consists  in  maintaining  a fire  of  uniform  thickness 
over  the  whole  grate,  feeding  coal  to  all  parts  in  small  quantities 
so  as  to  have  a bright  fire  over  the  whole  surface  and  one  that  is 
just  thick  enough  to  carry  the  load  upon  the  boiler. 

3.  Another  method  is  that  known  as  bank  firing,  and  consists 
in  building  up,  at  the  back  end  of  the  fire,  a bank  or  ridge  of  fuel, 
just  inside  of  the  firedoor.  This  ridge  of  fuel  when  built  up  to 
its  full  height,  has  its  top  at  about  the  level  of  the  top  of  the  fire- 
door.  Coal  is  fired  over  the  top  of  this  bank  and  slides  down  the 
incline  toward  the  front  of  the  firebox,  being  assisted  by  the  slope 
of  the  grate.  It  is  distributed  along  the  apex  of  the  ridge  or  bank 


(5) 


6 


and  allowed  to  find  its  way  down  to  the  level  portion  of  the  fire  at 
the  front  end  of  the  grate.  The  fuel  bed  under  these  conditions 
is  not  all  burning  at  the  same  rate  but  the  thick  portion  or  bank  is 
cooler,  the  more  intense  fire  being  at  the  forward  end  of  the  firebox 
where  the  fuel  bed  is  thin. 

4.  The  claims  of  superiority  for  this  method  over  level  firing 
are : The  fuel  being  heaped  up  at  the  rear  of  the  firebox,  is  coked, 
the  hydrocarbons  are  driven  off  slowly  and  traversing  the  whole 
length  of  the  firebox,  are  burned  with  little  smoke;  the  bank  of 
green  coal,  extending  up  over  the  door  opening,  protects  the  fire- 
man from  part  of  the  heat  that  is  radiated  from  the  fire ; the  work 
of  placing  the  fuel  is  simplified,  the  coal  being  fed  to  the  top  of 
the  bank  at  a point  near  the  firedoor  instead  of  being  distributed 
over  the  whole  grate  surface.  These  advantages,  if  real,  ought  to 
be  capable  of  demonstration  by  trial,  and  in  order  to  make  a com- 
parison of  bank  firing  with  level  firing  a series  of  tests  have  been 
made  at  the  Locomotive  Testing  Plant. 


Firemen. 

5.  The  firemen  for  the  tests  were  selected  from  men  skilled 
in  the  use  of  these  two  methods  of  firing.  Two  of  them  were  strong 
advocates  of  the  bank  fire  and  had  been  firing  according  to  this 
method  in  their  regular  road  work  on  the  Lines  West.  Two  men 
were  from  the  divisions  where  bank  firing  was  practiced  on  the 
Lines  West,  but  they  believed  in  and  practiced  level  firing.  In 
addition,  there  were  two  Test  Plant  firemen  who  were  from  the 
Lines  East  and  had  become  expert  in  firing  by  the  level  fire  method. 
A level  fire  fireman  from  the  Lines  East  also  assisted  in  the  trial. 
These  firemen  will  be  designated  as  follows : 


Bl,  Advocate  of  bank  firing.  Lines  West. 


B2, 

« 

a 

u u 

u 

u 

LI, 

u 

u 

level  “ 

(( 

u 

L2, 

ii 

u 

U 

({ 

u 

L3, 

u 

u 

u u 

u 

u 

Tl,  Test  Plant  fireman  level  fire. 

R,  Road  fireman  level  fire  Lines  East. 


7 


The  Locomotive. 

6.  The  tests  were  made  with  an  H6b  class  locomotive  2860. 
A drawing  of  this  locomotive  is  shown  in  Fig.  1.  Table  3 gives  the 
principal  dimensions.  There  was  no  arch  in  the  firebox.  The 
grate  is  long  and  wide  (8  feet  10 J inches  long  and  5 feet  6 inches 
wide)  and  nearly  level. 

7.  There  are  drop  grates  at  the  front  and  rear,  with  18  sec- 
tions of  shaking  grate  bars  between.  The  grate  area  is  48.66 
square  feet.  The  air  openings  through  the  grate  have  a total 
area  of  17.6  square  feet  or  36.4  per  cent,  of  the  grate. 

The  Coal. 

8.  The  coal  used  was  of  two  kinds.  In  the  first  three  tests, 
Nos.  1275  to  1277,  coal  from  the  Pennsylvania  and  Northwestern 
region  in  Pennsylvania  was  used.  This  is  a high  carbon  bituminous 
coal,  with  little  ash,  and  will  be  designated  as  Eureka  No.  6.  It  is 
fairly  representative  of  the  coal  used  on  the  Lines  East,  in  the  H6b 
locomotive. 

9.  For  the  remaining  tests,  coal  from  the  Pittsburgh  Coal 
Company  was  used.  This  is  known  as  No.  8 Pittsburgh  Steam 
Coal.  It  is  a high  volatile  coal  with  a rather  high  amount  of  ash. 
This  coal  is  used  on  the  Lines  West. 

An  analysis  of  each  coal  shows  the  following: 

Pittsburgh 
Eureka**  No. 6”  CoaJCo. 


Fixed  carbon,  per  cent. 

60.10 

48.17 

Volatile  combustible,  per  cent. 

30.36 

36.37 

Moisture,  per  cent. 

0.74 

2.04 

Ash,  per  cent. 

8.80 

13.42 

100.00% 

100.00% 

Sulphur  determined  separately, 

2.08 

3.18 

Calorific  value,  B.  t.  u.  per  pound  dry,  13743 

12364 

The  Level  Fire. 

10.  The  methods  used  in  firing  the  level  fire  were  much  the 
same  in  the  case  of  each  of  the  level  fire  firemen.  The  coal  was 
broken  rather  fine,  to  two  inches  in  thickness  or  less,  and  was  fired 
in  single  shovelfuls  or  at  a uniform  rate.  Fig.  2 shows  the 
probable  appearance  of  a section  of  the  level  fire  on  the  grate. 


8 


THE  LEADING  DIMENSIONS  OF  THE  “H6b” 
LOCOMOTIVE  ARE  AS  FOLLOWS: 


Total  weight,  pounds 198,267 

Weight  on  drivers,  pounds. 176,600 

Cylinders  (simple),  inches... 22x28 

Diameter  of  drivers,  inches 56 

Firebox  heating  surface,  square  feet.... 166.4 

Heating  surface  in  tubes  (water  side),  square  feet 2673.68 

Total  heating  surface  (based  on  water  side  of  tubes), 

square  feet 2839.74 

Total  heating  surface  (based  on  fire  side  of  tubes),  square 

feet.. . 2505.29 

Grate  area,  square  feet... 48.66 

Boiler  pressure,  pounds 205 

Valves.. American,  Stayman  and  “L”  type 

Valve  motion Walschaerts 

Firebox,  type Belpaire 

Number  of  tubes 373 

Outside  diameter  of  tubes,  inches 2 

Length  of  tubes,  inches 164.28 


The  maximum  tractive  effort  is  39,773  pounds,  which  is  cal- 
culated on  the  assumption  that  80  per  cent,  of  the  boiler  pressure 
(205  pounds)  is  available  as  mean  effective  pressure  at  starting. 


9 


f 


f 

Fig.  2. 

LEVEL  FIRE. 

A plan  of  the  grate  and  a longitudinal  section  are  shown. 


10 


The  Bank  Fire. 

1 1 .  The  bank-fire  fireman  did  not  follow  strictly  the  method 
of  firing  the  bank  fire  as  given  above.  A low  bank,  as  shown  in 
Fig.  3,  was  built  up,  but  with  the  exception  of  test  No.  1278,  the  bank 
served  only  as  a partial  protection  from  the  heat  and  glare  of  the 
fire,  the  coal  being  fired  in  small  quantities  and  uniformly  over  the 
entire  grate,  except  over  the  bank.  The  bank  top  was  about  18  inches 
inside  of  the  firedoor,  and  with  the  bank  so  low  that  on  this  prac- 
tically level  grate  it  is  evident  the  coal  would  not  slide  by  gravity 
to  the  front  of  the  firebox.  In  test  No.  1278  an  attempt  was  made  to 
fire  by  placing  all  of  the  coal  on  the  top  of  the  bank.  The  top  of 
the  bank  in  this  case  was  about  feet  inside  of  the  firedoor  and 
the  fire  at  the  front  of  the  firebox  was  very  thin. 


The  Tests. 

12.  The  tests  were  made  at  speeds  of  80  revolutions  per 
minute,  about  13  miles  per  hour,  and  at  100  revolutions,  about 
17  miles  per  hour,  with  wide  open  throttle  and  were  two  and 
one-half  hours  long,  except  in  two  cases. 

13.  In  bank-fire  tests  Nos.  1277  and  1278  the  same  man  fired 
throughout,  but  in  the  other  bank-fire  tests  the  fire  was  prepared 
by  the  Test  Plant  fireman  and,  at  the  instant  of  starting  the  test, 
turned  over  to  the  bank  fireman  to  build  up  the  bank  and 
continue  firing  to  the  end  of  the  test.  Just  before  the  end  of 
these  later  bank-fire  tests  the  bank  was  allowed  to  bum  down. 
This  was  done  iu  order,  and  in  a way  to  make  sure  that  the 
condition  of  the  fire  would  be  the  same  at  the  end  of  the  test  as  at 
the  start,  so  that  the  coal  supply  could  be  accurately  weighed. 
The  bank  would  be  burned  out  in  less  than  seven  minutes.  All 
of  the  firing,  both  level  and  bank,  was  continuous,  small  quantities 
being  fired  at  one  time  and  the  coal  was  broken  down  before 
firing. 

14.  In  Tables  1 and  2 a summary  of  the  results  of  the  tests 
is  given.  The  tests  in  Table  1 were  mn  at  a speed  equivalent 
to  about  13  miles  per  hour  and  a cut-off  of  40  per  cent.,  giving 
an  evaporation  of  about  11  pounds  of  water  per  square  foot  of 


11 


Fig.  3. 

BANK  FIRE. 

A high  bank  was  used  in  one  test  (No.  1278).  The  other  bank  fire  tests  were  made  with  a lower  and  smaller 
bank,  and  part  of  the  fire  was  level. 


i 


12 


M. 

P.  47e-A 

8x  lOH 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPe  Philadelphia.  Baltimore  k Washihgton  Railroad  Compamt 

1 Th't  Northern  Central  Railway  Company 

CLASS  Mr>  286Q  West  JERSEY  & Seashore  Railroad  Company 

8C1  4-29-13 

Sheet  No. 

TEST  DEPARTMENT 

Baiievin  no.  is 

Banh: 

Versus  Level  Firing 

Ai  TnoKiA  Pm  11-«22m1912 

TABLE  1 

EVAPORATION  AND  SMOKE 

WEST  EUREKA 

N0.6  COAL 

Boiler 

Equivalent  Evaporation 
From  and  at  21Z*^7» 

Relative 

Evap.ln 

Carbon 

Smoke 

Test 

Number 

Miles 

per 

Hour 

Cut 

Off 

tlirct- 

tie. 

Pre  s- 

sure 

Avg. 

Per  Sq.Pt, 
Heat  Sxirf, 
Per  Hoiir 

Per  Pound 
of  Dry 
Coal 

per  cent 
Best  Evap. 
equalalOO^ 

Monoxide 
in  Gases 
Average 

in 

percent 

Average 

Kind 

of 

Fire 

1 

2 

3 

4 

5 

6 

7 

1276 

13 

40 

Pull 

197,4 

10.84 

8.33 

91,8 

0.355^ 

28 

Level 

1275 

n 

ft 

201.6 

11.36 

9.07 

100,0 

0.60 

36 

m 

Arerape 

95,9 

1277 

ft 

n 

202,0 

11.07 

9.04 

99,7 

0.95 

28 

Bank 

Average 

99.7 

PITTSBURGH  COAL  COMPANY 

COAL 

1285 

13 

40 

Pull 

202,3 

10.88 

8.66 

91.9 

0.10 

24 

Lovd 

1288 

ft 

If 

201,0 

10.86 

9,17 

97,0 

— 

32 

ft 

1284 

11 

ft 

203,3 

11.08 

9.18 

97.1 

— 

26 

m 

Average 

95*3 

1286 

M 

ft 

n 

203,3 

11.09 

8.66 

91.6 

0.36 

28 

Bank 

1287 

« 

ft 

n 

202,9 

11.04 

9.45 

100,0 

0.10 

24 

m 

Average 

95.8 

Sheet  No. 

Table  1. 

EVAPORATION  AND  SMOKE. 

The  tests  in  this  table  were  made  at  13  miles  per  hour. 

Column  4 shows  a comparison  based  upon  evaporation  per  pound  of  coal. 
From  this  standpoint  the  bank  fire  is  the  best. 


13 


M.  F.  470-A 

8 X lOVi 

LOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

XVOF  o Q A PlIILADStPHlA.  BaLTIMORB  k WASHINGTON  RAILROAD  COMPANY 

TYPE  .mHmrU Northbrn  Crntral  Railway  Company 

CLASS  H61)  No. ..28.6.0..-  Wbsy  Jbrscy  & Seashore  Railroad  Company 

3C1  «-28-12 

Sheet  No.JPHktt 

Bcaik  Versus  level  Firiluc 

aaiieiui  ino.._ 

Altoona.  Pa.. 

TABU?  2 

EVAPORATION  AND  SMOKE 

PITTaBDRGH  COAL  COiiPANY  COil. 

Boiler 

Equivalent  Evaporation 
From  and  at  212 op. 

Relative 

Evep.ln 

Carbon 

Smoke 

Test 

number 

Uilee 

per 

Hour 

Cut 

Off 

throt- 

tle. 

Pres- 

sure 

Avg. 

Per  Sq.Pt, 
Heat  Stirf, 
Per  Hour 

Per  Potmd 
of  Dry 
Coal 

per  cent 
Best  Evap. 
equal  slOO^? 

Monoxide 
In  Gases 
Average 

in 

percent 

Average 

Kind 

of 

Fire 

1 

2 

3 

4 

5 

6 

7 

1279 

17 

45 

Pull 

197.7 

14.89 

7,35 

83,2^ 

l.OSjg 

48 

Level 

1283 

r» 

M 

199,7 

14.65 

7,72 

87,4 

1.30 

42 

If 

1289 

w 

If 

II 

200,3 

14.59 

8,07 

91.4 

0.15 

30 

H 

1290 

Hy 

It 

It 

198.4 

14,59 

8.14 

92.2 

0,35 

38 

If 

1293 

It 

tl 

M 

197.3 

14.29 

8.53 

96.6 

0.80 

34 

.11 

1281 

•1 

H 

It 

202.0 

16.07 

8.57 

97,1 

0,45 

40 

tl 

Averagi 

91.3 

1278 

tl 

tl 

tl 

193.S 

14.21 

6.89 

•78,0 

0.30 

52 

Bank 

1292 

t| 

91 

19 

198,7 

14.66^ 

7.82 

88.6 

0.85 

42 

If 

U82 

« 

II 

If 

200.5 

14.68 

7.99 

90.5 

0,70 

46 

If 

1280 

11 

H 

W 

201.8 

15.07 

8.16 

92.4 

0,45 

50 

N 

1291 

n 

H 

200.5 

14.51 

6.63 

100.0 

0,00 

26 

If 

Average 

89,9 

Average 

^ 92.8 

* 

3«l/2  Foot  Bank;  the  other  teste  are  with  an  1-l/Z  Foot  Bank, 

» 

^ Qaltting  Test  1278  ehleh  has  an  ezeeseively  high  bank* 

Smpft  No. 

Table  2. 

EVAPORATION  AND  SMOKE. 

These  tests  were  made  at  17  miles  per  hour.  If  test  No.  1278  (the  real  bank  fire)  is  included,  the  average 
results  for  the  bank  fire  are  low. 


14 


heating  surface  per  hour.  The  tests  in  Table  2 were  run  at  a 
higher  speed,  17  miles  per  hour  and  45  per  cent,  cut-off,  giving  an 
evaporation  of  between  14  and  15  pounds  of  water  per  square 
foot  of  heating  surface  per  hour. 

!5.  These  conditions  did  not  make  a very  heavy  demand 
upon  the  boiler  for  steam  with  these  coals,  as  with  the  Eureka 
No.  6 coal  we  have  obtained  in  other  tests  on  the  Plant  an  equiv- 
alent evaporation  of  16|  pounds  of  water  per  square  foot  of 
heating  surface  per  hour. 

16.  In  column  4 of  Tables  1 and  2 a comparison  is  made 
between  the  evaporation  obtained  by  the  different  firemen.  The 
highest  evaporation  for  each  group  of  tests  is  taken  at  lOQ  per 
cent. 

17.  Considerable  differences  are  shown  between  the  level 
fire  firemen.  It  is  very  clear  too,  that  the  second  test  made  by 
some  of  the  men  shows  a very  decided  improvement  over  the 
first  trial  on  the  Test  Plant. 

18.  In  the  case  of  fireman  Bl,  with  a bank  fire,  in  test  No.  1278, 
an  evaporation  of  6.89  pounds  per  pound  of  coal  is  shown,  while 
on  the  next  test.  No.  1282,  made  by  the  same  fireman,  an  evapora- 
tion of  7.99  pounds  was  obtained,  an  increase  of  about  14  per 
cent,  and  a saving  of  961  pounds  of  coal  in  the  second  test.  This 
would  be  a saving  of  about  2800  pounds  over  a 100  mile  division. 

Temperature  Near  Firedoor. 

19.  At  a point  near  the  firedoor  a thermometer  was  sus- 
pended and  observations  of  the  temperature  were  made  for  each 
kind  of  firing,  with  the  following  results : 

In  test  No.  1283,  level  fire,  the  temperature  was  117°  F. 
« u u ]^281  u u a ^ 114°F 

Average  116° 

In  test  No.  1282,  bank  fire,  the  temperature  was  104°  F. 
u u u 1280  ^ 94°  F 

Average  99  °' 

There  is  here  an  average  difference  of  17  degrees  between  the 
bank  and  level  fire. 


15 


Evaporation  Per  Pound  of  Coal. 

20.  On  diagrams  Fig.  4 and  Fig.  5 the  results  of  the  tests  are 
plotted  to  show  the  evaporation  per  pound  of  coal. 

21.  In  the  tests  at  100  revolutions  per  minute  the  range  of 
coal  fired  per  square  foot  of  grate  is  from  85  to  over  105  pounds. 
The  best  results,  or  highest  evaporation  per  pound  of  coal,  are 
for  the  bank  fire  as  fired  by  fireman  B2.  These  tests  are  Nos.  1287 
and  1291,  and  it  will  be  noted  that  they  were  the  last  tests  fired 
by  this  fireman,  showing  that  this  fireman  improved  in  his  firing 
by  experience  at  the  Plant.  Fireman  Tl  and  T2  in  addition  to 
their  road  firing  had  had  considerable  experience  at  the  Plant, 
firing,  between  them,  seventy -five  tests,  and  the  results  of  their 
work  with  the  level  fire  are  very  close  together.  At  100  rev- 
olutions per  minute,  the  difference  in  the  evaporation  per  pound 
of  coal  between  the  tests  Nos.  1281  and  1293,  by  these  two  firemen, 
is  but  four-hundredths  of  a pound.  At  80  revolutions  per  minute, 
fireman  Tl  duplicates  his  two  tests.  Nos.  1275  and  1288,  within 
one- tenth  of  a pound. 


Smoke. 

22.  Observations  of  the  smoke  by  the  Ringelmann  method 
were  made  at  10  minute  intervals  during  each  test,  and  the  re- 
sults are  conflicting.  (See  Tables  1 and  2.)  With  Eureka  coal 
at  13  miles  per  hour  the  level  fire  shows  the  most  smoke.  At  the 
same  speed  and  Pittsburgh  coal  the  level  fire  again  shows  the 
most  smoke.  At  17  miles  per  hour  with  Pittsburgh  coal  the  bank 
fires  show  the  most  smoke. 


Gas  Analysis. 

23.  The  amoimt  of  carbon  monoxide  (CO)  in  the  smokebox 
gases  is  dependent  upon  the  completeness  of  the  combustion, , a 
large  amount  of  CO  indicating  insufficient  air  supply  and  con- 
sequent incomplete  combustion. 

24.  An  inspection  of  the  smokebox  gas  analysis  does  not 
show  any  marked  difference  between  the  two  methods  of  firing. 
The  least  quantity  of  CO  was  obtained  in  bank  fire  test  No.  1291. 

\ 


16 


. 

n 

i. 

r 

I 

r 

p_ 

r" 

r 

THT 

TIP 

T^r 

i::; 

- 

T 

TT* 

, ’ 

jiii 

fee 

>M( 

/E 

L- 

; 

PE 

:ni 

43 

w'AjNL 

i 

A 

O 

k6 

s 

IE 

lii: 

rr 

*7 

’.L 

!;:: 

! ri ; 

TV 

3 

■ 

ilai4:lph 

A-  3U.Tnv 
IIBIHEILT 

OES 

Cpr 

i 

yvi 

u.. 

9H1K 

iTON 

rxrt 

fua 

liiUti 

KT- 

ua« 

piy 

• 

E53 

:'i‘. 

IP 

£0. 

r~ 

L_ 

(SKT  . 

irse 

T--I 

mpK 

EP 

^r!qi 

MEI 

P jj*” 

lir^i 

xT" 

Jb 

Ui 

a 

i-S 

1 

aie« 

; » 

M 

» 

i 

IT* 

|SUBJ 

EC 

ss 

fe. 

L 

!▼« 

ST  nr 

}■  ■ 

- - 

At.1 

oo 

NA. 

Ba 

U 

tl£ 

r 

I. 

[I 

r 

r“ 

i 

7" 

7 

t 

;j; : 

: 

1“ 

p 

, 

*7' 

r 

1 ■ 

*p 

~T- 

. 

' 

I • 

T 

“ 

i 

' 

12 

s? 

k:; 

_9 

, 

r : 

12f 

U 

12J 

fg 

• 

..7. 

:i:; 

.4 

I 

277 

Pj? 

j 

28: 

1 ■ 

;i2£ 

k 

i 

I — 

j 

c 

j — 

1 

i-— : 

u 

r“ 

r" 

■t; 

i 

127 

r 

L_ 

[p 

fo 

aJ 

U. 

Wl 

28G 

< *v>. 

7 



_L_, 

! 

i 

! ■ 

1 • 

I::-. 

tst 

TP 

IL; : 

[■.  i\  '!  . : 

r” 

_q 

. j 

1 

P 

r.  ■ 

i ' 

L.: ; 

P 

1 

n 

■i 

Lip 

ii;; 

il_ 

• • ■ 

»•  -I 

ZJZ' 

1 * 

■: 

r~ 

I 

r^'i 

■ ■■ 

p 

.i7 

[■■::: 

n ' -I 

“ 

*!• 

■ 

HH 

, 

1 — 

r~ 

. . ! 

1 : : . : 

y 

IP 

H 

I Li 

Pp 

pi 

Ttr 

7 

■1 

: "I 

7'P 

■..1 

I ■■ 

"H 

P 

!>  ■ 

pH 

hrrrr 

IP 

trpT 

I 

- 

i 

U-i 

P 

■ ■-  1 

[Hr 

7 

fi  i 

r-ri 

_pj 

[1 

:n: 

i::: 

pi: 

7 

~ 

i 

!;■ 

■-i 

“1 

C 

) ■■ 

Lei 

rf.1 

-El 

*g 

pp 

if:; 

1 : 

_P 

■ ■; 

Ip 

HI 

b3 

*1 

*»: 

i-j 

1 p: 

pp 

::  ■!  j 

p 

■ 'j 

~ ■ 1 

I- 

Hli 

ert 

-S' — 

1 

i 

J!e 

li 

>7si^a 

p 

H"' 

HI 

""■'I 

i 

' ■'  ! 

h . I 

fc 

H ; 

i: 

57^ 

i__ 

1 

p 

f; 

»— j 

vn\ 

CT 

» 

^KiiSj 

L 

iii^ 

_J 

r — I 

[» 1 

— ^ 

_J 

|S-i 

fZ  1 

M 

ai 

I- 

P-J 

ip 

pi_ 

—4*—; 

1 

^ ; 

f 

” J 

I 

■ 

r 

I 

-ii- 

1 

* — i 
1 

r1 

> 9 I 

n — 1 

n: 

v 

>eg 

; ■ 

—\ 

i 

i 

— i 

; j 

— abf 

r<W 

i 

■ 

i 

— j 

__i 

IP 

— f 

J 

“i 

— 

" 1 

n 

— 

— 

' 

' 1 

; J 

i 

i 

5 

[j 

p-i 

1 

“P 

t 

[0_, 

Ii 

ja 

10 

>RY  C 

[Tr^ 

FeI 

rP 

oci 

R. 

LB 

s7i 

: B< 

3.  > 

3F 

Gf 

Ei^ 

3.1 

»■■ 

1 

i 

r ; 

J 

[ ! 

1 

: 

JJ 

■ !.''1 

■V 

Fig.  4. 

EVAPORATION  PER  POUI^ID  OF  COAL  AND  RATE  OF  FIRING. 

The  test  number  is  shown  for  each  point.  The  results  are  influenced  more  by  the  skill  of  the  fireman  than 
by  the  method  of  firing. 


17 


Fig.  5. 

EVAPORATION  PER  POUND  OF  COAL  AND  RATE  OF  EVAPORATION.  ' 

Under  the  same  conditions  of  running,  there  is  much  difference  in  the  results  with  the  different  firemen 
regardless  of  the  method  of  firing. 


18 


. 

f I: 

f'f  f: 

il 

f 

THT 

f 

if 

sx. 

M£ 

ai 

N1 

/AMIA  F» 

A LF(0, 

\n 

c 

OF 

!P 

^N 

Y 

■ ;,L, 

[If 

if. 

fill 

TV 

>c 

t 

V8 

m 

JO 

•) 

p» 

ijkp 

LTH 

A,  B,  LTIA  OtI.  c 

Wa  !MW(  toh^ 

itAIL 

tOAD 

r»Rh- 

MPAI 

Com 

■AHV 

w 

Z : 

r:*: 

ffiff 

whh 

itmisy  ^ SKA  iM 

tOK  t RA  LBO. 

0 CK 

' 9 

itii 

It'l 

& 

-riiTTl 

li.rllil 

at 

eel 

Hi 

u. 

64 

•MJ  iRT  M E.I 

rr- 

. 

iii: 

ii'i  nil 

SI 

BJ 

EC 

T: 

Ha 

Dk 

Vej 

• < 

QV 

al 

b’ii 

. r 

Al 

pb 

f4A. 

FA 

X 

I'ii 

•n; 

1 

' 

■iii  !'■ 

1 

1 

iJ 

In 

k 

1 

ft 

bW 

' 

i 

'-li 

. 

! 

il:  i:!; 

■■ 

1 ■ 

lOO 

.. 

— 

--fir 

MIA 

■ ..  I 

^ -1'' 

' 

■ V 

TBt 

Uv 

•hr 

oe 

*’1 

■ O' 

^ f:; 

'■  o , 

X 

iOO 

1 

T 

bcot 

— -i 

' . .. 

;.r 

ti 

1 

I 

I 

.ii'  iiii 

nrU 

i:r 

: • • - ■ 

. . . 

r. . 

MU 

— 

:;li  . . : . ' . : ■ 

7^- 

*1. 

- 

riTJ 

■ • *1  ft  1 1 

f “ 'n 

::j: 

1- 

rn 

' 

:n 

Jtrt; 

* 

- i( 

Wvi 

i'M 

‘T 

:(!'  . i;  tlj:  ; 

illr  i; 

■r  ' 

1 • ; ■ -rjl 

\ 

i'H 

!n; 

•til 

■Ulfi 

Ijhlf .. 

‘ 

ij  !i;: 

: j.i  ' 1 ( . ; 

niii 

: 

|:u 

ff 

i'!': 

ift 

t 

|r,; 

'Hj 

! I * ■ 

if  liii  . 

-iii-  :i:i 

iflti 

if' 

l' 

:ii  1 

iW 

’!f 

i!!! 

til  ill 

if  If' 

Hm  ft 

X-B< 

lllj  7i 

fW 

:j!r 

:;:i 
K . 

'ill 

iill 

in 

i = 

:i 

lijj 

fh 

} 

...yt 

. ' 

'' 

, 

■ 1 ‘ 

:•* 

■pi 

T| 

X 7.  . 

SWi 

-r— 

;:;i. 

:t;; 

Iji; 

-ni 

lit; 

:i : i 1 : : : ; . . 
11 j 

fi 

n'i 

-iiii 

i'li  7! 

Iftf 

i!  : 

i’ll 

" * 

nil  i!ii 

'i‘  jiii  1 

::!l 

/ 

:|i  ; 

'1  ^ i'i 

J.:  1 ; : 

IVl 

tnt 

iil! 

, 

\f 

Jl 

' 

\u\ 

III! 

l!  i:!' 

'll  ;i‘‘ 

: 

i|' 

. ! . 

] ' 

.ll; 

i.r 

Hi  ' • : ■ 1 . ■ ■ 

'1 

;!.; 

:l|l 

. , . . . , 

lir 

!•■■ 

•■i‘  ill 

; '.'f 

'' 

i ii- 

:.i; 

ilj 

0 

1 

4 

r 

iO 

8( 

ICF 

> 

) 

U 

yn 

iiii 

* 

If 

ot 

Y j 

:<>, 

FH 

EC 

JR,ijLl3S; 

R J 

!Q. 

Ft 

o 

AifiB 

7i 

:1|* 

if 

; li 

‘ 

1 f:  fi: 

iiii 

ijti 

4€ 

It'  :'•! 

Fig.  6. 

TEMPERATURES  IN  FIREBOX  AND  IN  SMOKEBOX. 

There  is  no  apparent  difference  in  temperature  due  to  the  method  of  firing. 


19 


Draft  and  Thickness  of  Fire. 

25.  The  intensity  of  the  draft  at  any  speed  and  cut-off  de- 
pends upon  the  thickness  of  the  fire,  and  as  the  draft  does  not  seem 
to  have  been  affected  *by  the  method  of  firing,  we  may  assume  that 
the  average  thickness  was  the  same  in  both  the  level  and  bank 
firing.  The  reason  for  the  draft  not  being  greater  in  test  No.  1278, 
where  a thick  fire  was  carried  at  the  back  end,  is  that  the  fire  was 
very  thin  in  front  and  most  of  the  air  supply  for  the  fire  came 
through  that  portion  of  the  grate. 

Conclusions. 

26.  Of  the  two  methods  of  firing,  the  results  for  the  bank 
firing,  as  practiced  at  the  Locomotive  Test  Plant  during  these  tests, 
show  a slightly  higher  evaporation  of  water  per  pound  of  coal. 
This  is  based  on  the  results  where  a short  bank  was  used.  The 
large  bank  will  be  referred  to  later.  The  result  in  favor  of  the  bank 
firing  is  due,  possibly,  more  to  the  skill  of  the  fireman  than  to  the 
methods  used.  It  would,  therefore,  seem  safe  to  conclude  that  the 
amount  of  coal  used  with  the  low  bank  fire  and  with  the  level  fire 
are  the  same. 

27.  If,  however,  the  method  of  firing  as  practiced  by  fireman 
B1  in  test  No.  1278  is  followed,  the  results  are  much  less  satisfactory 
than  with  the  level  fire.  As  the  bank  firing  employed  in  test  No. 
1278  was  used  in  the  first  test  with  a coal  from  the  Lines  West  of 
Pittsburgh,  it  would  appear  that  the  size  of  the  bank  and  the 
method  of  firing  with  it  was  the  style  of  the  bank  fire  that  had  been 
claimed  to  be  more  economical  than  the  level  fire.  This  method 
of  bank  firing  is  undoubtedly  proved  to  be  far  from  economical 
as  compared  with  level  firing,  and  the  fact  that  fireman  Bl,  who 
formerly  advocated  this  method  of  firing,  changed  to  the  small 
form  of  bank  after  seeing  the  results,  seems  to  be  good  evidence 
that  the  large  bank,  as  first  tried,  was  in  his  estimation  not  to  be 
compared  in  economy  with  level  firing. 

28.  It  should  be  emphasized  particularly  that  in  speaking  of 
bank  firing  as  a method,  the  size  of  the  bank  which  is  to  be  em- 
ployed must  be  clearly  understood.  The  general  statement  that 
bank  firing  and  level  firing  can  be  placed  on  a par,  so  far  as  econ- 
omy in  fuel  is  concerned,  is  misleading,  unless  a description  of  the 
bank  method  of  firing  is  given. 


20 


29.  The  idea  of  the  larger  bank  seems  to  be  that  it  forms  some 
protection  for  the  fireman  against  the  heat  radiated  through  the 
firedoor  and  permits  the  firing  to  be  done  largely  at  the  back  end 
of  the  firebox,  the  coal  or  partly  consumed  coal  working  its  way 
forward.  It  is  this  method  of  bank  firing  which  has  been  shown 
to  be  uneconomical. 

31.  The  method  of  bank  firing  with  the  low  bank  does  not 
require  all  the  coal  to  be  fired  at  the  back  end,  but  requires  firing 
in  much  the  same  way  as  with  the  level  fire.  The  temperature 
near  the  firedoor  from  this  form  of  bank  has  been  shown  to  be  from 
10  to  23  degrees  Fahrenheit  less  than  with  the  level  fire. 

32.  These  trials  were  made  on  a single  locomotive,  one  having 
a wide  grate  and  a comparatively  shallow  firebox  or  a firebox  in 
which  the  firedoor  and  lower  tubes  are,  comparatively,  near  the 
grate.  With  a very  deep  and  narrow  firebox  the  conclusions 
probably  do  not  apply,  neither  do  they  apply  to  all  eoals.  It  is 
assumed  that  they  do  apply  to  the  great  majority  of  locomotives 
on  our  own  lines. 

33.  Unless  the  bank  is  high  it  does  not  protect  the  fireman 
from  the  heat  of  the  fire  to  any  great  extent,  and  when  it  is  high 
enough  for  this  purpose,  or  when  it  extends  above  the  top  of  the 
firedoor,  very  poor  results  are  obtained  from  the  boiler.  With  the 
bank  extending  above  the  door  opening  the  firing  must  of  necessity 
be  performed  in  a haphazard  manner,  as  the  surface  cannot  be  seen. 

Recommendations. 

34.  We  recommend  that  the  instructions  to  firemen  to  fire 
by  the  level  fire  method  be  continued  in  force  (Par.  11  and  28,  and 
Par.  5 Circular  81  A,  Bulletin  16). 


Approved : 

J.  T.  WALLIS, 

Genl.  Supt.  Motive  Power. 

Test  Department, 

Altoona,  Penna. 

November  15,  1912. 


C.  D.  YOUNG, 
Engineer  of  Tests. 


21 


M.  P.  804A 
xiloK 

LOCOMOTIVE: 

TYPE  2-e-o 

CLASS 

NUMBER  2860 


Pennsylvania  Railroad  Company 

Philadelphia,  Baltimore  A Wathmolon  Railroad  Compa/iy 
Northern  Central  Railway  Company 
West  Jeraey  & Seashore  Railroad  Company 
TESX 

Average  Results  of  Locomotive  Tests 


T • I(W7 


TEST  NOS., 

1275  to  1293 


SUBJECT:  Bank  Versus  Level  Firing 


Altoona,  Pa.,  9-5-1908 


driving  Wheels 

PISTON  Rods,  Diameter 

1 

Number  of  Pairs  _ 

4 

Inches 

2 

Approx.  Diameter,  inches 

56 

74 

High  Pressure  4 _ 

164 

Engine  Truck  Wheels 

76 

Low  “ _ •• 

155 

14 

Number  . _ 

2 

Tail  rods.  Diameter, 

156 

16 

Diameter,  inches .. . 

30 

inches 

157 

Trailing  Wheels 

78 

High  Pressure _ 

•150 

16 

Diameter,  inches 

- 

80 

Low  “ ' M 

169 

Wheel  Base,  feet 

Valves 

17 

Driving  Wheel  Base 

16*25 

82 

Type  ..  _ Piston  

18 

Total  Wheel  Base 

24*84 

83 

Design  Am6r*Bal*Valve  Co« 

19 

Gage  of  Wheels . 

4*75 

84 

Per  Cent.  Balanced  100 

WEIGHT  OF  ENGINE  WITH  WATER 

85 

Type  of  Valve  MotionWalSOhaertS 

160 

AT  20.  GAGE  COCK  AND  NORMAL 

Greatest  Valve  travel 

FIRE.  POUNDS 

66 

High  Pressure,  inches  6*25  . 

161 

20 

On  T ruck  _ 

21667 

88 

Low  ' 

2 1 

“ 1st  Drivers 

46667 

Steam  lap  of  Valve 

162 

22 

• 2d  ■■ 

42683 

90 

High  Pressure,  inches  *91 

163 

23 

‘3d  * 

_47600_ 

94 

Low  “ “ 

167 

24 

‘ 4th  “ 

40850 

Exhaust  lap  of  Valve 

26 

“ 5th  “ 

— - 

96 

High  Pressure,  inches *06 

168 

26 

* Trailer* 

— 

102 

Low  “ “ 

169 

27 

Total  

198267 

Boiler 

28 

“ on  Drivers 

176600 

113 

TypeBelpaire^wide  firebox. 

171 

Cylinders 

114 

Out^ide  Diam.  1st  Ring  71*16 

Diam.  and  Stroke,  H P 

22  X 28 

Tubes 

172 

‘ “ “ L P_ 

116 

Number  373 

CLEARANCE  IN  PER  CENT.  CF  PISTON 

116 

Outside  Diam.,  inches  2 

173 

DISPLACEMENT 

Pitch  “ 2.6876 

40 

H.  P.  Right,  Head  End 

12*5 

118 

Length  Between  Tube 

174 

41 

* “ Crank  “ 

10*7 

Sheets,  inches  164*26  . 

42 

* Left,  Head  “ 

12*2 

119 

Total  Fire  Area,  sq  ft.  6*23 

43 

“ . ‘ Crank  " 

10*8 

124 

Boiler  Pressure,  pounds  2Q&_ 

44 

L.  P,  Right,  Head  “ 

Superheater 

46 

“ * Crank  “ 

126 

Number  of  Tubes ^ 

46 

‘ Left,  Head  “ 

— 

126 

Outside  Diam.  “ inches  _ . “ 

47 

• * Crank  “ 

128 

Length  of  “ “ t 

RECEIVER,  Cubic  Feet 

Firebox,  Inside,  inches 

48 

Volume  Right  Side  _ _ 

-r_ 

132 

Length  118*32 

49 

• Left  “ 

133 

Width  _ 66*04 

Steam  ports,  inches 

137 

Air  Inlets  to  Ashpan, 

60 

H.  P.  Admission,  Length  . 

3Q_ 

sq.  ft.  *>  7*66 

6 1 

‘ ‘ Width 

2 

Grates 

68 

L.  P.  " Length 

144 

Type  Rocking  Finger 

59 

‘ • Width 

145 

Grate  Area,  sq.  ft.^  46*66 

66 

H.  P.  Exhaust,  Length  Bo  Fort 

146 

Area  of  Dead  Grates  0 

67 

“ - Width  " 

91 

70 

L.  P.  “ Length 

7 1 

• * Width 

HEATING  Surface, 
Square  feet 


Of  the  Tubes,  Water  Side 

2673*68 

“ “ ‘ Fire  “ 

2339,23 

“ “ Firebox,  “ “ 

166*06 

“ “ Superh’r,  “ " 

«« 

Total,  Based  on  " 

2605*29 

of  Firebox  and 
Waterside  ofTubes 

2839.74 

Boiler  Volume 

WITH  WATER  SURFACE  AT  LEVEL 
OF  2D  GAGE  COOK 


Water  Space,  cu.  ft.  349#? 

Steam  83*1 

Exhaust  nozzle 
Double  or  Single  Single 

Size,  inches 6*63 

Area, sq.  inches  24*89 

Reverse  lever 

H.  P.  Notches  Forward  of  Center  22 
L.  P,  Notches  Forward  of  Center  — 
Ratios 

Heating  Surface  tl58)  to 


Grate  Area  (145) 

51*49 

Fire  Area  Thru  Tubes  (119) 

to  Grate  Area  (145) 

.13 

Firebox  Heating  Surface  (156) 

to  Grate  Area  (145) 

3*41 

Tube  Heating  Surface  (155) 

to  Tire  Box  Heating 

Surface  (156) 

14*09 

>USEO  IN  OALOULATIONS 


Table  3. 

DIMENSIONS  OF  CLASS  H6b  LOCOMOTIVE  2860  USED  IN  BANK  FIRE  TEST. 


22 


LOCOMOTIVE: 

TYPE 

CLASS  H8b 
NUMBER  2060 

SUBJECT;  Bank  Terfvs  Lovol  Firing; 


Pennsylvania  Railroad  Company 

PhiMalphis,  BaHimere  & Wathiailoa  Railroad  Compaay 
Northara  Caatral  Railway  Company 
Waal  Joraay  & Saathora  Railroad  Compaay 
TEST  DEPARTMENT 


FUEL  ilest  Eiareka 
and  PittBbare^  Coal 


Average  Results  of  Locomotive  Tests 


Altoona,  Pa.,  8-B4a-1908 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

NUMBER 


TEST 

DESIGNATION 


Duration 

of 

To»t, 


full  I 
PartUI 


Actual 
Cut-off 
Per  Cant, 
H.  P. 
Cyllndan 


Vethod 

of 

firing 


Ash  Pan, 
lat>-i 
of  Water 


CaJorlAc 
Value 
of  Dry 
fuel, 

B.  T.U.porLb. 


Cinders 
Collected  in 


196 


199 


268  te  271 


217 


222 


226 


246 


238 


1275 

1276 

1277 


eo-40-p 

80-40-F 

80-40-.r 

80-40-P 

80-40-F 

50.. 40-F 

50.. 40..P 
80-40-F 

1C0-4S-.F 


2.5 

2.5 

2.5 


15.56 

13.56 
13.36 


pall 


full 


tev^l 

m 

Bank 

Level 


13.30 

13.31 

13.31 

13.31 

13.31 

16,^ 

BOILER  PERFORMANCE 


LeTol 


201.6 

197.4 

202,0 

203.0 

202.8 

203.3 
202.9 

201.0 

200.3 


5.5 

3.5 
3,9 

3.5 

8.6 
8,6 
3.6 
3.5 
5,1 


0.1 

0,1 

0,1 

0.1 

0,1 

0.1 

0.1 

0.1 

0.2 


13743 

13743 

13743 

12364 

12364 

12564 

12364 

12364 

12364 


TO 

108 

126 

56 

33 

31 

23 

18 


EN6IME  PERFOBMAMCE 


TEST 

NUMBER 


Or^fuel 
Fired 
per  Hoar, 
Pouads 


Dry  Foel 
parHaar. 
Pemdsper 
8R.Ftrf 


EQUIVALENT  EVAPORATION 
PROM  ANO  AT  2120  P..  POUNDS 


Per.Hejr 

pwSd-Tt 

HaMa^ur. 


Dr]r*Faal 


Branch  Pipa, 
PaiHM^ 
pec  Sq.  In. 


Superheat 

In 

Branch 

Pipe 

Oenreei  F, 


336 


339 


340 


346 


347 


230 


1275 

U76 

1277 

1284 

1265 

1266 

1287 

1288 


3135 

3259 

3070 

3024 

3140 

3207 

2928 

2966 


64.43 

66.98 

63.09 

62.15 

64.53 

65.91 

60.18 

60.96 


23938 

22866 

2SSS4 

23306 

22879 

23309 

23223 

22828 


23449 

27162 

27743 

27749 

27265 

27787 

27670 

27202 


11.56 

10,84 

11.07 

11.06 

10.86 

11.09 

11.04 

10,86 


9,07 

8.88 

9.04 

9.16 
6,68 
8,66 

9,45 

9.17 


824,6 

787^ 

804.2 

804.3 
790.8 

605.4 
802.0 

788.5 


8.07  L059.3 


65,74 

58,54 

68,88 

71.71 

67.60 

67.66 

73,81 

71,63 

63.04 


TEST 

NUMBER 

E 

NGINE  1 

PERFORMANCE 

LOCOMOTIVE  PERFORMA 

NCE 

asBXMao; 

Dry  Steam 
te 

Enfinet. 
Pounds 
per  Hour 

ladicated 

Horse 

Power 

Dry  Fuel 

tadicatad 
Horae  ■ 
PeaarHoer, 
Peondi 

DryStaaa 

P» 

ladkatod 

Horae 

Petucr  Heir, 
Poueds 

Dnwtar 

Pelt, 

PaaiMt 

OyaaMometir 

er 

Ortiubar 

Horae 

Power 

Dry  Feel 

Dymmem. 

Horse 

PwrwHour, 

ffiadi 

Dry  Steam 
pw 

Oynanom. 

Harse 

Power  Hoar, 
Peands 

Machine 

Effclency 

of 

Lecametive, 
Per  Corn 

Therpol 

Efldency 

Locomotive, 
per  Cent, 
(Based  on  Fuell 

1 214 

379 

380 

381 

285 

383 

384 

385 

398 

309 

1276 

23648 

22279 

794.0 

4.9 

29,8 

4,7 

1276 

22679 

21521 

767,0 

4.3 

29.4 

4,4 

1277 

'23017 

22310 

796,1 

3.9 

29.0 

4,8 

1284 

22955 

22536 

802.2 

3,8 

28.6 

5,5 

1285 

22675 

22170 

790.1 

4.0 

28.6 

5,2 

1286 

22994 

22522 

802.7 

4.0 

28.7 

5,2 

1287 

22920 

22192 

790,9 

3.7 

26.0 

6,6 

1288 

22543 

22276 

793,9 

3,7 

28.4 

5,5 

1269 

30291 

23343 

1039.9 

4,4 

29,1 

4.7 

Table  4. 

RESULTS  OF  BANK  AND  LEVEL  FIRE  TESTS. 


23 


M.  P.  394  A-8lith  ShMt 

LOCOMOTIVE : 
type  2-8-0 

CLASS  H61> 
NUMBER  2860 


Pennsylvania  Railroad  Company 

Philedelphii,  Balftmorc  & WNhingtoa  R«ilr««d  Company 
Northorn  Conirol  Railway  Company 
Woat  Jortay  & Staahoro  Railroad  Company 
TEST  DE  RARXMENT 


FUEL : PlUeburgb 
Coal  Co*  


Average  Results  of  Locomotive  Tests 


SUBJECT:  Bank  Verana  Level  Firing 


Altoona,  Pa. 


.8-24-1908 


TEST 

NUMBER 

RUNNI 

ING  CONDITIONS 

1 BOILER  performance 

TEST 

DESIGNATION 

OuntiM 

of 

Test. 

Hoors 

Miles 

per 

Hour 

Throttio 

Oponing, 

Full  or 
Partial 

Actual 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Uethod 

of 

Firing 

Pressure 

In  Boiler, 
Lbs.  per 

Sq.  Inch 

Draft 

in 

Smoke  Bos, 
Inches 
of  Water 

Draft 

in 

Ash  Pan, 
Inches 
of  Water 

Calorlhc 
Value 
of  Dry 

Full, 

B.T.U.porLb. 

Cinders 

Collected  in 

Smoko  Bos, 

Pounds 
ptr  Hour 

•.P.aCtt.4tfTWet1lt 

196 

199 

203 

268  to  271 

217 

222 

226 

248 

236 

1290 

100-45-? 

2*00 

16.64 

pull 

Level 

196.4 

5.3 

0.2 

12364 

46 

1291 

100-4&.F 

2.00 

16.64 

•t 

Bank 

200.5 

5.6 

0.1 

12364 

35 

1292 

100-4&-P 

2.00 

16.64 

•• 

« 

198.7 

5.4 

0.2 

12364 

37 

1299 

100-4&-F 

2*00 

16*64 

N 

Level 

197,9 

5.4 

0.2 

12364 

46 

1278 

100-46-P 

2*0 

16.71 

91 

Bank 

199.5 

5.8 

0.1 

12447 

94 

1279 

100-48-F 

2.0 

16.71 

H 

level 

197,7 

6.7 

0.1 

12447 

102 

1280 

100-46-P 

2.0 

16.71 

•• 

Bazik 

201.8 

5.6 

0.2 

12447 

64 

1281 

100-46-P 

2.0 

16.71 

m 

Level 

202,0 

5.7 

0,1 

12447 

20 

1282 

100-45-P 

2.0 

16.71 

ft 

Bank 

200'.6 

5.7 

0.2 

12261 

48 

10O-4&.P 

2.0 

16,71 

•9 

Level 

199.7 

5.5 

0.2 

12281 

56 

BOILER  PERFORMANCE 


TEST 

NUMBER 

Dry  fuel 
Fired 
per  Hour, 
Pounds 

Dry  Fuel 
per  Hour. 
Pounds  per 

Sq.  Ft.  of 
Grate 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

equivalent  evaporation 

FROM  AND  AT  2120  p.,  POUNDS 

Boiler 

Hone 

Power 

(34}iU.ofE.) 

Efficiency 
of  Boiler, 
Bised 

on 

Fuel 

Per 

Hour 

Per  Hour 
per  Sq.  ft 
of  Fire 
Heating  Sue, 

Per 

Pound 

of 

Dry  Fuel 

338 

339 

340 

344 

349 

347 

349 

360 

1290 

4491 

92.30 

30668 

36541 

14.59 

8.14 

1059.2 

63.58 

1291 

4118 

64.61 

30478 

36351 

14.51 

8.83 

1063.7 

68.97 

1292 

4694 

96.47 

30807 

36722 

14.66 

7,82 

1064.4 

61.09 

1293 

4199 

66,29 

30056 

35807 

14.29 

6.53 

1037,9 

66.63 

1278 

6169 

106.23 

29965 

36697 

14.21 

6.69 

1031.6 

53.46 

1279 

5074 

104.28 

31375 

37306 

14.89 

7.36 

1061.4 

57.03 

1280 

4624 

96.03 

31736 

37763 

16.07 

6.16 

1094.3 

63.32 

1281 

4408 

90.69 

31747 

37764 

16.07 

8,57 

1094,6 

66.50 

1282 

4669 

95.96 

31343 

37287 

14.88 

7,99 

1080.8 

62.83 

31297 

37218 

14.85 

7.72 

1078.6 

60.71 

ENGINE  PERFORMANCE 


Preiture 

In 

Branch  Pipe, 
Peuedt 
perSq  In. 


Superheat 

In 

Branch 

Pipe 

Degrees  F. 


ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 

t. 

Enginu, 
Pounds 
por  Hour 

l.dicated 

Hooo 

Power 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Drawbar 

Pull, 

Pounds 

Dynanwmetor 

or 

Oriwbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamem. 

Horso 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Dynamem, 

Horse 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Lncomotive, 
Por  Cent. 

Thermal 

Efficiency 

of 

Locomotive, 
per  Cent, 
liatfc'.-.nFuel) 

214 

379 

380 

381 

266 

383 

384 

386 

393 

399 

1290 

30297 

23256 

1036.0 

4.3 

29.3 

4.8 

1291 

30100 

23028 

1026.9 

4.0 

29.8 

5.1 

1292 

30484 

23093 

1026.8 

4.6 

29,6 

4.5 

1298 

29691 

22897 

1020.1 

4.1 

29.1 

5.0 

1276 

29593 

22191 

988.6 

5.2 

29.9 

3.9 

1279 

80996 

22566 

1005.0 

5.1 

30.8 

4.1 

1280 

31854 

23431 

1048,9 

4.4 

30.0 

4.6 

1261 

31848 

23185 

1032.9 

4.3 

30.4 

4.7 

1282 

30952 

23220 

1034. S 

4.5 

29.9 

4.6 

1283 

30862 

23085 

1028.4 

4.7 

30,0 

4.4 

Table  5. 

RESULTS  OF  BANK  AND  LEVEL  FIRE  TESTS 


24 


GRAPHICAL  LOG  OF  TEST. 

The  following  diagrams  show  the  boiler  press- 
ure, speed,  drawbar  pull  and  weight  of  coal  and 
water  for  each  ten  minute  interval  of  the  test.  A 
diagram  is  drawn  for  each  test  and  is  on  file  with 
the  Test  Plant  records.  A few  representative  dia- 
grams are  shown  here. 


25 


Sheet  No  P-465 


M P.  BzDerlmencal  D-1 

Pennsylvania  Railroad  Company 

Philaoelphia,  Baltimore  ^ Washington  Railroao  Company 
Northern  Central  Railway  Company 
West  Jersey  Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin 

Graphical  Log  of  Locomotive  Test 


I'i  u i»n 

H 1 )0Vj 


No. 


12 


Bank  Terius  level  Fire. 


Altoona.  Pa  , 


6-17-1908 


UPPER  FIGURES  R.  P.  M 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  2-8-0 
Class  H6b 
Number  £860 


Spfco 

in 

Miles 

per 

Hoe- 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cyiin<i*:rs 

Throttle 

Opcnine 

Ful! 

Part  nl 

Euaporatiii" 
Pounds  oT 
Water  per 
Pound  W 

Coal 

13,36 

80 

40 

Full 

7,57 

Sheet  No. 


1275 


P--465 


26 


Sheet  No.  P-466 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

Pmiladclphia,  Baltiuohc  a Washinuton  Railroad  Compamy 
Northern  Central  Railway  company 
Weet  Jersey  i,  Seashore  Railroad  Company 

TEST  DEPARTMENT  BollotlX 

Graphical  Log  of  Locomotive  Test 


No. 


12 


Bank  Versus  Level  Fir© 


Altoona.  Pa..  8-16-1908 


IGURES  R.  P.  M. 
IGURES  APPROX. 

I MILES  PER  HOUR 


40  SO  ^ 10  20  30  40  SO  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


LOCOMOTIVE 

Type  2‘-6-a 
Class  E6b 
Number 


Speed 

in 

Miles 

per 

Hour 

. RevoluUoflS 

Simie 

Per  Cent., 

H,  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partinl 

Evaporation 
Poundi  of 
Water  per 
Pound  of 

Coal 

L3«36 

80 

40 

lull 

6.96 

Test  No.  1276 


Sheet  No..“ 


B.-466 


27 


M.  P.  BxperlniAntel  D-1 

Pennsylvania  Railroad  Company 


U s>  KU 

»•  IfK 


Sheet  no.  P*^67 


Phh.AOCI.MiA,  aALTIHUHC  A WACHINUtON  RAILROAD  COAIPANT 
Northcrn  Ccntral  Railway  Compary 

WUT  JCRMY  & SCACHORC  RAILROAD  COMPANY 

TEST  DEPARTMENT 


Bullet  la 


No  IZ 


Graphical,  log  of  Locomotive  Test 


Baak  Tersus  LotcI  Fire 


Altoona.  Pa  , 8.18.M1908 


UPPER  FIGURES  R.  P.  M 
LOWER  IGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

Type 

Class  HAb 
Number  2AA0 


30  40  so  2 

MINUTES  AND  HOURS 


30  40  so 


Speed 

in 

P' 

Hour 

. Revolutions 

(Wr 

Minute 

Cut-ort 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Fell 

Of 

Pirtrcl 

Evapontio'i 
PMids  of 
Witer  per 
found  of 

Coal 

LS«8« 

60 

40 

foil 

7.XB 

1277 


Sheet  No.  P*4A7 


28 


Sheet  No.  F-468 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PHUkOtLrMI*,  BALTIHOAC  & WASHIMOTOn  Railroao  Commny 
NoRTHtmi  CCMTIUU.  Railway  Co«pamt 
WE«T  JCHSCr  a SCASXUAC  RAILAOAO  OomrANT 

TEST  DEPARTMENT  BttUetixt 

Graphical  Log  of  Locomotive  Test 


11  » itu 

szlOH 


NO. 


Bank  versus  Level  Fixe 


12 


8-19-1908 


UPPER  nOURF.  S R.  P M 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

Type  *-8-0 
Class  34^) 
NUM3ER  *60 


10  20  30  40  so  I ;0  20  30  40  50  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


20  30  40  SO 


SpMd 

Mile! 

. RAVoillihHIi 
par 

Mlaiitt 

P«f  Cent., 

H.  P 
Cylinders 

Throttle 

Openinf? 

Fall 

or 

Fvapontioi 
Poands  of 
Wlfor  per 
Poand  of 

Coal 

ie«7i 

100 

46 

Fall 

5.69 

1278 


Sheet  No. 


29 


Sheet  No. 


P-469 


M P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

, PV4tl.AUCtPHIA.  BACTtMORt  db  WaRMINuION  RAHROAO  COMPANY 

NORTHCRN  CCHTHAl  RaiCWYAT  COMPANY 
W6»T  JtRSCY  A SCA8»  ORC  RaiuROAO  Company 

TEST  DEPARTMENT  Bullfl  tla 

Graphical  Log  of  locomotive  Test 


II II  1(11 
K » mH 


No 


12 


Bank  versus  Level  Fire, 


8-20-1908 


O tc  20 


UPPeP  FIGURES  R.  P.  M. 
LOWER  PIGUR  eS  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  2-8-0 
Class  H6b 
Number  2860 


30  40  SO  I 'O  20  30  40  SO  g 10  20  30  40  50 

length  of  test-  minutes  and  hours 


Hoir 

Hijvolution^ 

oer 

M nut« 

Clii-.')'' 
p.f  C.n*  . 

H.  P 

Tnroltir 

Ful 

Pv*»l 

f vaporatio' 
Pounds  of 
Water  pc 

Pound  nf 

Cna! 

16.71 

100 

45 

Poll 

6,07 

Test  no.  im 


Sheet  No. 


P-469 


30 


Sheet  No.  P-470 


M.  H.  Experiiuema!  D-1 

Pennsylvania  Railroad  Company 

PHliAOetPHiA,  BALTlAtoRC  d.  WaSHINUTON  RailROAO  COAIPAMr 
Northern  Central  Ra«lwa>  Company 

WEST  JERSEY  A SCASHURC  RailROAO  CoMPAAV 

TEST  DEPARTMENT  Bulletla  NO  12 

Graphical  Log  of  locomotive  Test 


U 1*11 
» » loH 


Baxik  verstis  Level  Fire 


Altoona.  Pa  , 8-2CL190e 


(ft 

J 0 

< z 
Oo 
Uo 

(L 

feed  water 
POUNDS 

1 “ 

n? 

“4  _ 

h 

•j 

1 

"T1 

1 

"T" 

- 

- 1 — 

- 

1 

— F~ 

.-f- 

J 

“T" 

- ! .. 

I 

j 

.4] 

rrrrr... 

1 

Jf- 

- k 

' 

j 

’4 

t 

-i-'U  • 

1 

! 

j 

- 

- 

TTr 

“ -T 

T 

1 

i 

i 

1 

1 

r 

-,-L 

-1- 

I 

!~ 

_4_ 

-Tt* 

I 

- 

- 

=■; 

F.l- 

ii. 

i 

‘1“ 

Si? 

r 

0^14 

‘t— i— - 

fvim 

re: 

J 

I 

,r:rr 

:::i 

; 

»*« 

- t 

‘ 

1 

^ ’ 

e:;; 

1- 

^ . 

¥ 

-rp- 

“! 

- 

• 1 

Tnr 

. 

— 

:zd 

IfO 

j 

■rM:. 

lAA 

IS 

Jit 

“ J 

- 

Ull 

- 

TTrrtrrr 

1 

"TtT% 

7' 

•7 

BOILER  PRESSURE.  LBS  PER  SO.  IN  | 

495 

17 

"If- 

M 

m-y 

-i  -i 

“17 

|::i: 

J 

::j; 

4 

revolutions  per  minute  and  SPEEU  in  MILES  PER  HOUR  | 

2300( 

>9000 

— 

SJ 

:::* 

lilp 

i4:_. 

-i-i;.-. 

..  1::.- 

-^P 

1 

7 

''r 

DRAWBAR  PULL,  POUNDS  | 

5900: 

tOQQ: 

SflQQ 

SOOfl 

2500 

SQQO 

Y 

# 

1 

— 

-il- 

■ ■):■;; 

“ t 

4 

1 

:;i: 

!*•• 

/ ; 

¥ • • 

1 

-r 

, ' 

_L_ 

- 

- 

CT 

:i:: 

f : 

) 

- 

-I- 

1 ^ 

1 

1 

Tr: 

T' 

;ii: 

— 

1 i/ 

- 

■1 

_r 

- 

:ii: 

' 

[_ 

4- 

.J 

1 

t 

' 

- I 

1 — 

? 

IT 

-4- 

-Tr-i-T'- 

1 

“ r 

! 

“1“ 
• r--  • 

1 

J_ 

-T- 

I'l 

!;• 

. 

ji:! 

T— »- 

/, 

T--:: 

" i 

rrr 

;i:r 

zooo, 

lOQCC 

tOQQ 

WOO 

t 

ll 

tim 

KBs. 

a.j 

Itn 

...  j 

ipi 

tt 

W 

L 

Cl 

•a 

- 

- 

r 

r-TTTT" 

-1 

— 

\:X.jA 

11 

— 

-L 

- 

1 

I- 

; 

1... 

i " 

7 

::  :i":: 

± 

O )0  20  30  AO  50  1 'O  20  30  40  50  g lO  20  30  40  50  g 

lOiJRES  R.  R.  M 
IGURES  ARPROX. 

J Mt'-ES  PER  hour 


LENGTH  OF  TEST-  MINUTES  AND  HOURS 


LOCOMOTIVE 
T V P E 

CLASS  26b 
NUMBE.^  2860 


Spit'i 

Miles 

pe' 

Ho. 

Revolutions 

pe' 

M n ts 

tvjf-oP 

Per  Cent.. 

H.  P. 
CV'nder-, 

Throtli- 

Openiip 

Full 

Pi«rt.,l 

Evapuratio'^ 
Pound)  of 
Water  p.* 

Pound  «'f 

Coa' 

16,71 

100 

45 

Pttll 

6,74 

Test  No. 


1280 


Sheet  No.  P-470 


31 


Sheet  No.  B-471 


M.  P.  Experimental  D- 1 

Pennsylvania  Railroad  Company 

PHILAOCL^HtA,  EUlTIMORK  db  WASHINGTON  RAILROAU  COMPANY 

Northcrn  Ccntral  Railway  Company 
West  Jcrscy  & Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin 

Graphical  Log  of  locomotive  Test 


I'i  U ISJl 
Ml  lOH 


NO.  12 


Bank  Versus  leyel  Fire 


Altoona,  Pa..  8-21-1908 


UPPER  FIGURES  R.  P.  M. 
L.OWER  FIGURES  APPROX. 
SPEED  IN  MIUES  PER  HOUR 


LOCOMOTIVE 
Type  B-S-0 
Class  H6t 
Number  2860 


30  40  SO  I lO  20  30  40  50  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Speed 

Miles 

per 

Hour 

Revolutions 

per 

Mlnuto 

Cul-of 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 
Openine 
Full  ' 
or 

Parlul 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

16,71 

100 

46 

FtOl 

7,16 

Test  No.  1281 


Sheet  No. 


P-471 


32 


Sheet  No.  P-47SI 


M.  P.  ExperlmeDUil  D>1 

Pennsylvania  Railroad  Company 

PMn.*OCLrHIA.  BALTIMOKe  A.  Washimton  Raiihoao  Compaat 
Noathcrn  Ccmtral  Railway  Company 
WCNT  JtNUY  \ SCANHORC  RahNOAO  COMPANY 

TEST  DEPARTMENT  Bolletla  NO.  12 

Graphical.  Log  of  Locomotive  Test 


» itu 
« * loH 


Baask  versus  Level  Fire. 


Altoona.  Pa.,  e-2B.1906 


UfPPER  FIGURES  R.  R.  M 
UOWER  FIGUR  E3  APPROX 
SPEED  IM  MILES  PER  HOUR 


LOCOMOTIVE 
Type  2-2-0 
Class  H6b 
Number  2860 


30  MO  so  I 'O  20  30  40  SO  ^ ° J 

length  of  TEST  - minutes  AND  HOURS 


I'llM 

PAf 

Hour 

Revolutiwii 

per 

M'pjle 

CYt.fllf 

Per  Cent., 

H.  P. 
Cellnde'! 

Thrgltlr 

Openiri; 

Full 

Plrti.l 

EYaporatpi 
Poendi  of 
Witer  p«' 
Pound  of 

Cnel 

16.71 

100 

45 

Fnll 

6«33 

1283 


Sm  eet  No. 


PW172 


33 


Sheet  No. 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PHILkOELPHIA,  BalTIMOKE  &.  WASHmOTON  RAILROAD  COMPANY 
Northern  Central  Railway  Company 
West  Jersey  i.  Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin  NO. 

Graphical  Log  of  Locomotive  Test 


12 


Bank  Tersus  Level  Fire. 


Altoona,  Pa.,  9-.1-190B 


lUPPCR  FIGURES  R.  P.  M. 
L.OWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

Type 

Class  H6b 
Number  2860 


40  SO  I <0  20  30  4''  SO  2 10  20 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Speed 

Miles 

per 

Hour 

. Revolutions 
per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

13,31 

80 

40 

Pnll 

7,11 

Test  No. 


1286 


Sheet  No. 


P-473 


34 


Sheet  No.  P-474 


M.  P.  Experlnieotal  D-1 

Pennsylvania  Railroad  Company 

PHtLAOELPHIA.  BALTIMORE  St  WASHINGTON  RAILROAD  COMPANY 

Northern  Central  Railway  Company 
West  Jersey  d.  Seashore  Railroad  Company 

TEST  DEPARTMENT 

Graphical  Log  of  Locomotive  Test 


la  » lui 

8z  ibH 


No. 


12 


Bank  versus  Level  Fire 


Altoona,  Pa..  9-3^190$ 


:I:  UPPER  FIGURES  R.  P.  M 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 

Type  2-»-0 
Class  H6b 
Number  2860 


30  AO  SO  I 10  20  30  40  50  ^ 

LENGTH  OF  TEST MINUTES  AND  HOURS 


lO  20  30  40 


Spefd 

in. 

per 

Hour 

Revolutions 

per 

Minute 

Cut-olf 

Per  Cent., 

H.  P. 
Cylinder-; 

Throttle 

Opeolni; 

Full 

or 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

16»64 

100 

45 

Poll 

6,65 

1289 


Sheet  No. 


P-474 


35 


M P.  Experimental  D-1  12  « l»ll 

Pennsylvania  Railroad  Company 

PHILAOCLPHIA.  BACTlMOftC  WASHtMOTON  RAHROAD  COMPANY 

Nomthcrn  Ccntral  Railway  Company 

Wi«T  JtmtT  a SuSHONt  Railroad  Compart 

Sheet  No.  test  department  Bulletin  No.  12 

Graphical.  Log  op  Locomotive  Test 

Bank  versus  Level  Fire  altopna,  pa  .9-3-1906 

610 

ZS6 

lai 

= 

XfflS 

YQfl 



V) 

J □ 
<2 
0 3 

oo 

a. 

ir 

«« 

!■ 

0 0 
ui  a. 

w 

k 

fiDQOi 

M 

€ 

11 

iiS 

i 

i 

ii 

~ 

ulW 

1 

tar 

::UI 

Elr 

iiii 

1 

J..4 

5S 

Si 

M 

g 

i 

gl 

8 

g 

is 

fa 

fat 

PI 

it  Hr 

ii  ail 

§2 

Ip; 

H 

r 

TtI*  , 

?!; 

M 

tn 

fitit 

hi: 

w 

iii£ 

fa; 

5 

kc 

i 

pfii 

pi 

p 

::r 

M 

M 

W~' 

ii 

tir 

ifa: 

IHti 

riii 

fa 

:'di 

ti 

§ 

ui^ 

fa- 

E 

fiifi 

ii 

iHi 

pi 

rt:1  -J 

HiH 

v 2^ 

frii 

T*it 

Ufa 

M 

^LH 

i 

nT 

fa 

7Tt 

'Ida 

m 

1 

|| 

i 

E 

i 

li 

si 

t 

oL 

E 

I 

tra 

i 

f:  “ 

jl  i 

i 

1 

W.\ 

iy?i! 

^ r 

7ttt  ttfa 

ini 

if 

i 

i 

iii 

i 

far 

fai 

fjj  ;j 

1 

11 

1 

fa 

B 

I 

i| 

? 

i 

r” 

1 

pT 

jiH 

1 1-1 

Lilll 

Hi 

1 

si 

n 

ttt:: 

H 

!ut  lui 

iii 

tn? 

far 

fa 

U4t 

iig 

11 

rtir 

njT] 

1 

ilU. 

|2t 

TtTT 

i 

♦ui 

1 

;c:: 

1 

E" 

CTr 

an 

tar 

E 

aa 

ii 

1 

1 

I 

1 

i 

Sii 

i 

1 

Ifai 

1 

w- 

1 

fa 

fa 

:IItj 

::i: 

-..T 

f!? 

HH 

rn: 

1 

fai 

Hi 

C: 

h ^ 

Ll^ 

T%; 

rK 

rttn;: 

ii 

an 

P 

1 

1 

1 

fa 

m 

1 

ii 

a 

HE 

t 

i 

I 

inlli 

il 

ik 

g 

t”-4 

ftii 

itil 

llil 

2ii 

P 

ait 

iiii 

iat 

1 

iffil 

1 

IH 

TTtT 

1 

1 

Li 

i 

il 

fa 

tm] 

1 

jk 

'll 

Ui 

i 

fa 

1 

'■'ii 

BOILER  PRESSURE,  LBS.  PER  SO.  IN  | 

17 

as:; 

- i 

OC  1 

UJ 

a. 

f/i 

UJ 

i 

z 

Q 

UJ 

CL 

o 

z 

< 

L4J 

3 

Z 

S 

z 

0. 

z 

o 

3 

O 

> 

a 

2Ann^ 

zscoj 

S2QCS 

1/1 

0 

z 

D 

0 

a 

j 

j 

D 

Q. 

(r 

< 

.0 

< 

a. 

D 

1 

BOB 

IKSC 

<000 

SOQQ 

yrir 

goon 

SOOfil! 

»floq 

i 

teeo 

S3QC 

tsx 

20flC 

■ 

i 

■ 

s 

1 

Hi? 

:n: 

p 

P 

*r 

fa 

i 

# 

1 

1 

m 

ilia 

1 

llilHI 

mi 

I 

I 

1 

1 

1 

1 

at 

1 

fa 

1 

s 

M 

1 

i| 

B 

m 

1 

1 

1 

1: 

1 

1 

i 

1 

ii 

1 

1 

HH: 

SS! 

iini 

1 

1 

S 

pi 

is 

i 

HS 

i:tr 

S 

1 

j 

J 

i 

1 

P 

1 

aH 

i 

iHF 

1 

& 

I 

iiili 

HH! 

i 

1 

1 

far 

1 

5tt 

ii 

ii 

iSg 

1 

1 

g 

1 

g 

I 

Iliiililli 

iliii 

liiii 

li 

IHs 

11 

1 

iiiil 

:i:i! 

isl 

1 

1 

His 

:::i: 

iUi: 

ilH: 

s:n: 

H:;: 

ii 

'1 

• 

i:::| 

H 

mu 

lUH 

M 

ill 

isil 

iiiil 

B 

I 

S 

i 

SH 

11 

11 

ctHH! 

ssiSia 

11 

RSSTi 

s»H»f 

ii 

i 

iii 

mm 

m 

1 

h*U 

1 

1 

1 

1 

1 

j 

5 

1 

HS 

I 

1 

1 

III 

fell 

mkl 

iii 

1 

1 

11 

ill 

liiii 

ntK 

SHi 

u:u 

p! 

i 

Im 

HS» 

»!» 

u:n 

iJP 

hir 

us 

i U 

in: 

! 11 

Iii 

ill 

illiitisl 

'iMenSSt 

111 

mimfi 

I 

1 

m 

1 

P* 

i 

iw 

1 

y^i 

•J 

III 

i;:;! 

iiiij 

liHs 

:::>■ 

H 

:::ii 

:>:ii 

Iiii! 

i::il 

Ulii 

ijiii 

iJ 

iiiil 

isj: 

lilii 

ip 

i.' 

i::: 

ss: 

Ii 

il 

1 

::i 

iiiil 

iiiil 

SS! 

ilil! 

iiiil 

Iiiil 

2QQG 

1000 

i 

H 

1 

= 

I 

1 

liai 

1 

1 

1 

illp 

II 

1 

I 

m 

; 1! 

li 

iiii 

m 

ii 

1 

SHI 

i;;;l 

.".S! 

L; 

si: 

ii::: 

ss: 

Iiii 

il 

-BOO 

m 

1 

iii.' 

1 

iS 

i 

m* 

1 

1 

an: 

fe 

1 

1 

B 

1 

1 

8 

1 

1 

a 

1 

1 

1 

1 

1 

I'iH 

Ii 

ill:: 

mil 

ss; 

::;! 

iiiil 

iiiil 

ii 

Iiii 

iiiil 

^aaannaa 

iar 

£tr 

^4^ 

nyitrtfn 

§ 

W 

mn 

tlElj 

iSlE 

KiB 

m 

iiH: 

m 

O 10  20  30 

. UPPER  FIGURES  R.  P.  M.  1 

LOWER  FIGURES  APPROX. 

SPEED  1 fM  MILES  PfeR  HOUR 

Locomotive 

Type  2-8-0 

Class  H61j 

Number  2860 

40  SO  1 lO  20  30  40  SO  ^ 'O  *0  ^O  40  SO  g 

ENGTH  OP  TEST — MINUTES  AND  HOURS 

Speed 

Miles 

per 

Hour 

Revolutions 

per 

Minute 

Cut -off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Pertnl 

Evaporation 
Pouadi  of 
Water  per 
Pound  of 

Coal 

Test  No.  1290 

I6«8I 

1 100 

65 

Fidl 

6,69 

^ P-475 

Sheet  No. 

36 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 


11  » lUl 
8il*H 


PHii.kDEi.PH<A.  Baltimore  a Washihuton 

Northern  Central  Railway  Company 
West  Jersey  a Seashore  Railroad  Company 


Sheet  No.  1^76 


TEST  DEPARTMENT  BUllttttll 

Graphical  LOG  of  Locomotive  Test 


No. 


12 


Bank  rerauB  Lerel  Pire 


Altoona.  Pa,.  9-4-1908 


UPPER  FIGURES  P.  P.  M 
LOWER  FIGURES  APPROX. 
SPEED  .N  MILES  PER  HOUR 


Locomotive 
Type 


Class 


H6b 


Number  2860 


Speea 

Miist 

Hs'jr 

RevoliitlcRT 

P«T 

Nisiils 

CutHlf 

P«r  CmI., 

H.  P. 
Cylindsrs 

TKrottI* 

OpeolRg 

Full 

Of 

Partiil 

Evaporatisi 
Pouidi  of 
Water  per 
Peond  pf 

Coal 

18.64 

100 

45 

Poll 

7.24 

Test  No.  1291 


Sheet  No. 


P-478 


37 


Sheet  no 


M.  P.  Bzpertmental  D-1 

Pennsylvania  Railroad  Company 

PMILAOCtPHtA,  BALTIMOUC  & WAtHIMiTON  RAtLIIOAD  COMPANr 
NOirtHCRH  CtNIAAL  RaiiwAT  COMPANV 
WUT  JCRUT  A Scashoai  Railaoao  Compaav 

TEST  DEPARTMENT  Bulletin 

Graphical.  Log  of  Locomotive  Test 


NO 


12 


Bank  Yersos  Level  Fire 


AnooN*.  p* . 9—4—1908 


UPPER  FIGUPfeS  «.  P.  M 
4.0WEP  figures  APPROX 
SPEEO  I-.  miles  per  HOL 


Locomotive 

Type 

Class  H6b 
Number  2B60 


30  40  SO  I 'O  20  30  40  SO  ^ ^ 

UENG'H  OF  TEST-MINUTES  AND  HOURS 


Spepil 

Kilps 

ppr 

Hi>, 

Rtvnluliofit 

r»r 

MIaiiU 

c»t.»ir 

P»r  Cent., 

H,  P. 
CjflliKlerS 

Throttle 

Opening 

Fgll 

Perl'Al 

Evaporalion 
Pounds  of 
Water  pe' 
Pound  nf 

Cnai 

I6«64 

100 

45 

Full 

6*42 

Test  No.  1292 


Sheet  No. 


38 


Sheet  No.  P-478 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

Philaoclphia.  Baltimore  & Washinutun  Railroad  Company 
Northern  Central  Railway  Company 
West  Jersey  d.  Seashore  Railroad  Company 

TEST  DEPARTMENT  BUllotlll  NO  12 

Graphical  Log  of  Locomotive  Test 


Bank  versus  Level  Fire 


Altoona.  Pa.. 


9-5-1908 


UPPER  FIGURES  H.  R M 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  2-S-O 
Class  H6b 
Number  2860 


HO  -lO  SO  ^ 'O  20  30  AO  SO 

LENGTH  OF  T E ST- - M I N UT  E S AND  HOURS 


lO  20  30  40  SO 


Spwi 

M'l«s 

p-r 

Hoii- 

Revolutions 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening' 

Full 

Partial 

Eeaporatio" 
Pounds  of 
Water  per 
Pound  of 

Coal 

16.64 

100 

45 

Pull 

7.01 

Test  No.  1293 


Sheet  No.^'^® 


PENNSYLVANIA  RAILROAD  COMPANY 


Locomotive  Testing  Plant 

AT 


ALTOONA,  PENNA. 


BULLETIN  NO.  13  (REVISED) 

FORMERLY  BULLETINS  NOS.  17  AND  IS 


SMOKEBOX  SUPERHEATER 


COPTRIGHT,  1913,  BY  PENNSYLVANIA  RaILROAD  COMPANY 


1913 


LOCOMOTIVE  TESTING  PLANT. 


SMOKEBOX  SUPERHEATER. 


Conclusions  and  recommendations  on  pages  54  and  55. 


Trials  of  a Smokebox  or  Waste  Gas  Superheater,  the  Re- 
sults OF  Which  Show  That  the  Advantages  of  This 
Method  of  Superheating  Are  Not  Sufficient  to  Jusitfy 
Its  Further  Use. 


INTRODUCTION. 

1.  The  hot  waste  gases  discharged  from  the  locomotive  stack 
have  always  presented  an  opportunity  for  the  introduction  of 
some  means  of  overcoming  the  loss  of  the  heat  that  is  in  them,  and 
one  of  these  is  the  smokebox  superheater. 

2.  The  application  of  a superheater  for  this  purpose,  as  here 
described,  did  not  result  in  the  realization  of  the  benefits  expected, 
as  the  saving  by  its  use  was  offset  by  the  disadvantages  arising 
from  its  effect  in  checking  the  draft  of  the  locomotive  and  making 
it  impossible  to  develop  the  normal  maximum  boiler  power. 

3.  The  smokebox  superheater  must  of  necessity  be  one  giving 
a low  or  moderate  superheat  (less  than  100  degrees),  on  account  of 
the  comparatively  confined  space  and  the  low  temperature  of  the 
gases  in  the  smokebox,  which  is  from  500  to  700  degrees  Fahrenheit. 

4.  The  fact  of  the  rather  low  temperature  of  the  gases  has 
lead  to  the  suggestion  of  a lowering  of  the  boiler  pressure  so  that 
with  a lower  saturated  steam  temperature,  a greater  degree  of 
superheat  would  be  possible  Further  justification  of  this  course 
was  found  in  the  lessened  boiler  maintenance  cost,  it  was  expected 
would  follow  the  use  of  a low  boiler  pressure. 

5.  There  is  a very  general  agreement  that  the  advantages  of 
superheating  are  largely  due  to  a decreased  cylinder  condensation. 
Saturated  steam  of  any  given  pressure  contains  just  sufficient 


(3) 


4 


heat  to  maintain  its  state  as  steam  at  that  pressure,  and  when 
the  smallest  amount  of  this  heat  is  lost,  as  either  by  work  done 
by  it  on  the  piston  or  simply  by  contact  with  the  cylinder  walls 
of  lower  temperature,  a part  of  the  steam  must  of  necessity  be 
condensed  and  appear  as  moisture  on  the  cylinder  surfaces. 

6.  The  condensation  caused  by  the  cooling  action  of  the 
cylinder  walls  is  that  in  excess  of  the  moisture  shown  by  the 
steam  tables,  to  be  in  the  steam  after  adiabatic  expansion. 

7.  For  example : Dry  saturated  steam  of  205  pounds  (gage) 
pressure  without  addition  of  heat  from  any  outside  source  such 
as  a leaky  valve  or  a steam  jacket,  and  without  giving  up  any 
heat,  as  heat,  to  any  outside  source,  such  as  through  unjacketed 
cylinder  walls  or  a leaky  piston,  would  be  expanding  adiabatically, 
that  is,  would  be  doing  against  the  piston  the  maximum  amount 
of  work  of  which  such  steam  is  capable,  by  itself  alone,  between 
the  set  limits  of  pressure — and  even  then  there  would  be  approxi- 
mately fifteen  (15)  per  cent  of  moisture  in  the  steam  so  expanded, 
so  that  the  moisture,  due  to  the  cooling  action  of  the  cylinder 
walls,  in  that  case,  is  that  in  excess  of  fifteen  per  cent. 

8.  The  use  of  saturated  steam  appears  to  make  compara- 
tively great  temperature  changes  in  the  cylinder  walls  during  a 
stroke,  due  to  greater  conductivity  of  moist  than  of  dry  cylinder 
walls.  Experiments  with  superheated  steam,  notably  by  Barms 
(see  Transactions,  American  Society  of  Mechanical  Engineers, 
Vol.  29,  1907),  appear  to  show  that  as  the  amount  of  superheat 
is  increased,  the  range  of  temperature  in  the  cylinder  during  a 
stroke  of  the  piston  is  decreased  until  with  sufficient  superheat 
the  changes  in  temperature  cease  entirely,  and  Barms  also  stated 
in  conclusion  that,  “A  comparatively  small  portion  of  the  drop 
in  temperature  was  therefore  due  to  the  radiation  losses  and  a 
large  portion  to  the  conversion  of  heat  into  work." 

9.  If  the  superheat  is  just  sufficient  to  keep  the  steam  above 
the  saturation  temperature  up  to  the  point  of  cut-off,  the  steam 
will  act  as  saturated  steam  during  expansion  and  there  will  be 
no  possibility  of  superheat  being  lost  in  the  exhaust  steam.  Whether 
or  not  the  loss  of  heat  due  to  superheat  in  the  exhaust  is  a serious 
matter,  it  is  tme  that  the  advocates  of  highly  superheated  steam 


5 


(180  degrees  and  upward)  do  not  admit  that  there  is  any  loss  due 
to  a moderate  degree  of  superheat  in  the  exhaust,  because  it  is 
much  more  than  offset  by  the  less  amount  of  heat  exhausted  per 
stroke,  on  account  of  the  less  amount  of  steam  used  per  stroke,  or 
the  less  amount  of  heat  admitted  to  the  cylinder  per  stroke  at  a 
given  cut-off. 


Application  of  Baldwin  Superheater  to  H6b  Locomotive. 

10.  The  Baldwin  Locomotive  Works  originated  a system  of 
smokebox . superheating,  which  involved  the  use  of  low  boiler 
pressure,  and  in  March,  1909,  locomotive  No.  2846,  a consolida- 
tion of  the  H6b  class,  then  about  four  years  old,  was  turned  over 
to  them  and  a smokebox  superheater  installed. 

1 1.  The  boiler  pressure  adopted  was  160  pounds  instead  of  the 
usual  pressure  for  this  locomotive  of  205  pounds  To  obtain 
the  original  drawbar  pull  it  was  necessary  to  enlarge  the  cylinders 
and  new  cylinders  having  a diameter  of  25  inches  instead  of  the 
original  diameter  of  22  inches,  were  made  for  this  locomotive. 
The  stroke  was  not  changed  but  remained  28  inches.  No  other 
changes  were  made  in  the  locomotive  except  those  that  has 
been  noted. 


The  Superheater. 

12.  The  superheater  is  wholly  in  the  smokebox,  as  shown 
in  Fig.  1 and  receives  heat  from  the  gases  issuing  from  the  tubes. 
This  heat  would  otherwise  be  discharged  from  the  stack  and  lost. 

13.  Each  side  of  the  superheater  is  independent  of  the  other 
and  is  in  fact  an  enlargement  and  division  of  the  branch  pipe  to 
the  cylinder.  The  superheater  is  made  up  of  336,  one  and  one- 
quarter  inch  tubes.  Each  tube  is  about  40  inches  long  and  is 
expanded  into  a cast-steel  header  at  each  end.  The  outside 
heating  surface  of  the  tubes,  without  the  headers,  is  389  square 
feet  for  both  sides. 

14.  The  tubes  of  the  superheater  are  divided  into  groups 
and  the  passages  in  the  headers  are  so  arranged  that  on  each  side 


6 


the  steam  passes  through  five  banks  of  tubes  in  series.  The 
steam  thus  passes  through  a length  of  pipe  in  the  smokebox  of 
about  17|  feet.  The  temperature  of  the  smokebox  gases  in  this 
class  of  locomotive  is  normally  from  500  to  700  degrees  Fahren- 
heit without  the  superheater. 

15.  At  a pressure  of  160  pounds  by  gage,  the  saturation 
temperature  of  steam  is  370  degrees  Fahrenheit,  and  with  a 
smokebox  temperature  of  600  degrees,  but  a moderate  superheat 
is  possible.  The  highest  superheat  obtained  in  the  tests  was  55.9 
degrees  Fahrenheit. 

16.  To  measure  the  steam  temperature,  in  obtaining  the 
amount  of  superheat,  mercury  thermometers  were  used  as  shown 
in  Fig.  2.  These  were  placed  in  thermometer  wells  in  each  steam 
pipe.  On  account  of  the  length  of  the  mercury  column  above 
the  well,  a correction  was  made  for  each  temperature  reading. 

17.  No  special  determination  of  the  amount  of  moisture 
in  the  saturated  steam,  entering  the  superheater,  was  made  for 
this  locomotive,  but  from  a large  number  of  tests  with  a thrott- 
ling calorimeter,  on  this  and  other  classes  of  locomotive,  it  has 
been  found  that  the  steam  contains  about  1.67  per  cent,  of  moisture, 
without  much  variation  for  different  rates  of  evaporation.  A 
correction  of  the  above  amount  has  been  made  for  the  quality 
of  the  saturated  steam. 


Coal  Analysis. 

18.  For  all  of  the  tests  the  coal  was  “run  of  mine"  coal 
from  Jamison  No,  3 Colliery  of  the  Jamison  Coal  and  Coke 
Company.  The  proximate  analysis  of  an  average  sample  of  this 


coal  shows  the  following: 

Fixed  carbon,  per  cent 57 . 25 

Volatile  matter,  per  cent... 31.95 

Moisture,  per  cent 0 . 82 

Ash,  per  cent 9 . 98 


Total 100.00 

Sulphur,  separately  determined,  per  cent 1.79 

B.  t.  u.  per  lb.  of  coal,  dry 14,014 


Fig.  1. 

BALDWIN  SMOKEBOX  SUPERHEATER. 


8 


Outline  of  H6b  locomotive  with  smokebox  superheater  and  2S-inch  cylinders. 


19.  General  Dimensions  of  Locomotive. 

Total  weight  (normal  weight  of  H6b  class),  pounds 202000 

Weight  on  drivers  (normal  weight  of  H6b  class),  pounds..  179000 


Cyhnders  (simple),  inches 25  x 28 

Diameter  of  drivers,  inches 56 

Firebox  heating  surface,  square  feet 166 . 1 . 

Heating  surface  in  tubes  (water  side),  square  feet 2673.7 

Heating  surface  of  superheater,  square  feet 389.0 

Total  heating  surface  (based;  on  water  side  of  tubes), 

square  feet  (not  including  superheater) 2839.7 

Total  heating  surface  (based  on  fire  side  of  tubes),  square 

feet  (not  including  superheater) 2505.3 

Grate  area,  square  feet 48.7 

Boiler  pressure,  pounds 160 

Valves 12  in.  Piston 

Valve  motion Walschaerts 

Firebox,  type Wide,  Belpaire 

Number  of  tubes 373 

Outside  diameter  of  tubes,  inches 2 

Length  of  tubes,  inches 164.3 


3-C4- 


9 


The  Tests. 

20.  The  tests  were  made  at  three  speeds,  80,100  and  120 
revolutions  per  minute,  13  to  20  miles  per  hour. 

21.  After  making  some  preliminary  tests  at  low  speeds  a 
test  was  begun  at  100  revolutions,  16.5  miles  per  hour  and  50 
per  cent,  cut-off,  but  the  locomotive  would  not  steam.  The  draft 
appeared  to  be  insufficient  and  the  smokebox  filled  with  cinders. 

22.  The  smokebox  arrangement  is  shown  in  Fig.  3,  the  full 
lines  indicated  the  parts  originally  in  place.  These  consisted  of 


SUPERHEATER 


Fig.  2. 

MEASUREMENT  OF  SUPERHEAT. 

The  steam  temperature  was  measured  by  means  of  a mercury  thermometer  inserted  in  the  steam  pipe. 


10 


a cone-shaped  piece  extending  forward  from  the  tube  sheet  and 
connecting  with  a tube  or  cylinder.  This  cylinder  had  perforated 
sides  and  a section  was  omitted  at  the  bottom.  The  gases  passed 
in  at  the  perforated  part  and  at  the  part  “ A,”  the  gases  finding  a 
short  passage  to  the  stack. 


Fig.  3. 

SMOKEBOX  DEFLECTORS. 

A cylindrical  tube  with  a conical  end  is  located  on  the  center  line  of  thesmokebox.  This  part  was  recon- 
structed so  that  the  gases  would  enter  at  the  open  end,  B,  instead  of  taking  the  short  passage  at  A.  The  parts 
shown  by  broken  lines  were  added  during  the  tests. 


23.  To  improve  the  draft  by  causing  the  gases  to  sweep  out 
the  cinders  in  the  front  of  the  smokebox,  the  perforations  in  the 
sides  of  the  deflector  were  closed  and  the  bottom  of  the  cylinder 
of  the  deflector  completed,  so  that  the  gases,  instead  of  passing 
up  at  “A,”  were  forced  to  enter  the  end  of  the  deflector  at  “B.” 
A deflector  plate  was  also  added  at  the  top  and  sides  of  the  smoke- 
box. After  these  changes,  the  test  tried  before  was  easily  made 
with  a good  steam  pressure. 


11 


24.  A test  was  later  made  at  120  revolutions,  20  miles  per 
hour,  and  50  per  cent,  cut-off,  but  showing  a total  evaporation 
less  than  that  of  the  regular  H6b  class. 

25.  It  was  observed  that,  at  any  speed  and  cut-off,  this 
locomotive  with  a 25 -inch  cylinder  and  160  pounds  pressure,  has 
a drawbar  pull  very  much  less  than  an  H6b  locomotive  with  a 
22 -inch  cylinder  and  205  pounds  pressure. 

26.  This  is  shown  by  the  following  table: 


Comparison  of  Drawbar  Pulls  at  Approximately 
Equal  Cut-off. 


Test 

No. 

Loco- 

Moxn-B 

No. 

Steam 

Speed  in 

Cut-ofiF 

in 

Per 

Cent. 

i.h.p. 

d.h.p. 

Draw- 

bar 

Pull 

Pound 

r.p.m. 

m.p.h. 

1301 

2846 

Superheated 

80 

13 

29.5 

648.2 

551 

15495 

1200.27 1 

2860 

Saturated 

80 

13 

31.4 

817.6 

701 

20234 

1302 

2846 

Superheated 

80 

13 

36.6 

792.8 

698.7 

19648 

1200.272 

2860 

Saturated 

80 

13 

38.9 

963.5 

850.2 

24256 

1303 

2846 

Superheated 

100 

16 

43.6 

1046.2 

908.7 

20443 

1200.274 

2860 

Saturated 

100 

16 

45.7 

1248.9 

1111.8 

25659 

The  superheater  locomotive  has  a slightly  shorter  cut-off  in 
these  tests,  but  this  is  not  nearly  sufficient  to  account  for  the  lower 
pull.  This  is  evident  from  Fig.  4,  where  the  mean  effective  pres- 
sure is  shown  for  the  cut-offs  used. 

27.  We  find  from  this  diagram  that  at  80  revolutions  per 
minute  with  saturated  steam  and  a cut-off  of  30  per  cent.,  the  satu- 
rated steam  locomotive  has  a mean  effective  pressure  of  90  pounds, 
while  the  superheated  steam  locomotive  under  the  same  condi- 
tions has  a mean  effective  pressure  of  76  pounds.  Similar  con- 
ditions are  shown  for  the  speeds  at  100  and  120  revolutions. 
There  is  a drop  in  pressure  as  the  steam  passes  through  the  super- 
heater, and  this  accounts  for  a low  drawbar  pull,  where  the  loco- 
motive is  using  large  quantities  of  steam.  This  however,  does 
not  account  for  the  low  mean  effective  pressure  at  low  speeds. 
The  only  apparent  reason  for  this  is  in  the  use  of  the  same  size 
of  valves  and  steam  ports  in  both  cases,  and  the  low  superheat 
used  with  the  larger  cylinders. 


12 


Superheater  Tests  with  a Boiler  Pressure  of  160  Pounds, 

28.  Tables  I and  II  show  the  results  of  the  tests  at  160  pounds 
boiler  pressure,  or  the  pressure  for  which  this  superheater  instal- 
lation was  designed. 

29.  Table  I shows  tests  with  the  superheater  in  action,  Table  II 
with  the  superheater  removed,  but  in  both  cases  with  the  25-inch 
cylinders.  The  superheat  obtained  was  low,  being  only  from  25 
to  56  degrees.  When  evaporating  30000  pounds  of  water  and  this 
was  about  the  limit  for  the  locomotive,  the  drop  in  steam 
pressure  from  the  boiler  to  the  cylinders  was  7.2  pounds. 

30.  In  Figs.  5 to  9 which  show  the  results  of  these  tests  with 
160  pounds  pressure,  there  is  a saving  shown  in  both  water  and 
coal,  the  saving  in  water  averages  about  8 per  cent.,  and  in  coal 
about  15  per  cent.,  the  drawbar  pull,  however,  is  low. 

3 1 . The  locomotive  with  a superheater  and  25-inch  cylinders 
is  in  this  case  compared  with  the  same  locomotive  without  super- 
heater, but  also  with  25-inch  cylinders.  This  is  not  a fair  com- 
parison, because  this  class  of  locomotive,  under  normal  condi- 
tions, has  a 22-inch  cylinder.  The  25-inch  cylinder,  operated  on 
superheated  steam,  shows  a high  water  rate,  due  no  doubt  to 
cylinder  condensation. 

32.  A much  better  comparison  of  the  160  potmds  pressure 
tests  is  found  in  Figs.  24  to  27,  where  the  superheater  locomotive 
is  compared  with  another  H6b  locomotive  having  22-inch  cylinders, 
in  this  case  no  advantage  is  shown  for  the  superheater  locomotive. 


13 


Fig.  4. 

MEAN  EFFECTIVE  PRESSURE. 

The  pressure  for  the  25-inch  cylinder  has  been  multiplied  by  1.29,  the  ratio  of  cylinder  diameters  of  the 

two  locomotives. 


14 


K.  P.  ^4  A— Sixth  Shoet 
!<  \ tu*^ 

LOCOMOTIVE: 

TYPe  2-8-^  , 

CLASS  H6b 

NUMBER  2846 

SUBJECT  : Stookebox  Superheater 


Pennsylvania  Railroad  Company 

Phif«d*lphia.  Ballinnorc  & Weehiiislon  Railroad  Company 
Norfharn  Caatral  Railway  Company 
Waal  Jaraay  4 Saaahora  Railroad  Company 
XeST  OEPARXMELMX 


Bulletin  Ko,13 

FUEL  : »?ami8on 
Coal 


Average  Results  of  Locomotive  Tests 


Altoona.  Pa.,  3-31-1909 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

of 

Tett, 

Hoars 

Miles 

per 

Hour 

Throttle 
Opening, 
Full  or 
Partial 

Actual 

Cut-off 

Per  Cent, 

H.  P. 
Cylinders 

foD^.or 

jnoke- 

box 

)egree& 
F 1 

1 Pressure 

In  Boiler, 

1 Lbs.  per 

Sq.  Inch 

Draft 

In 

Smoke  Box, 
Inches 
of  Water 

Draft 

in 

Asn  Pan, 
Inches 
of  Water 

Caloriflc 
Value 
of  Dry 

Fuel, 

B.T.U.porLb. 

Cinders 

Collected  in 

Smoke  kx, 

Pounds 
per  Hour 

R.  P.  it  Cet  ctt  Throttle 

196 

199 

203 

268  to  271 

217 

222 

225 

248 

238 

1301 

1302 

1303 

1304 
1306 
1306 

80-30-? 

80-4 0-F 
100-4 5-P 

100- 50-? 
100-60-? 
120-50-F 

2 

2 

2 

2 

1.5 

Si 

1 

13.34 

13.34 

16.67 

lokebox 

16.67 

20,00 

Full 

sv 

1 •• 

Filled 

mi 

29.5 

36.6 

43.6 
Slth  Cl 

50,4 

49.2 

475 

500 

570 

fidere 

548 

600 

159.9 

160.6 

159.0 

162,4 

167.6 

1.5 

2,1 

4.0 

6.9 

7.8 

,1 

.1 

.1 

.3 

.3 

13293 

13293 

13293 

13293 

13293 

77 

138 

246 

109 

155 

BOILER  PERFORMANCE 

ENGINE  PEf 

FORMANCE 

TEST 

Dry  Fuel 

Dry  Fuel 

Wator 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  2120  p.,  POUNDS 

Boiler 

Efficiency 
of  Boiler, 
Based 
on 

Fuel 

Kind 

of 

Super- 

heater 

Pressure 

Superheat 

NUMBER 

Fired 
per  Hour, 
Pounds 

Pounds  per 

Sq.  Ft.  of 
Gcato 

Per 

Hour 

Per  Hour 
per  Sq.  Ft 
of  FIro 
Heating  Sur. 

„Per 

Pound 

of 

Dry  Fuel 

Horse 

Power 

(34>4U.ofE.) 

1 

1 Brinch  Pipe, 
Peuads 
per  Sq  In. 

Branch 

Pipe 

Degrees  F. 

338 

339 

3^ 

344 

345 

347 

349 

360 

1 220 

230 

1301 

2071 

42,53 

16166 

19603 

7.82 

9,47 

568.2 

68.80 

Baldwin 

156.6 

25,0 

1302 

2663 

55 

,09 

19831 

24077 

9.61 

8,97 

697,9 

65.17 

•» 

156,6 

32,8 

1303 

1304 

3663 

75,63 

25660 

31372 

12.52 

6.52 

909,3 

61,91 

l» 

153.8 

44,3 

1305 

4684 

94 

.13 

30115 

36558 

14,59 

7,98 

1059,7 

57.98 

M 

155.1 

55,9 

1306 

5543 

113.66 

32722 

39690 

15.64 

7,16 

1150,4 

52.02 

M 

154,0 

54,7 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 


Dry  Steim 
to 

Engines, 
Pounds 
por  Hour 


Indlcited 

Horse 

Power 


Dry  Fuel 
per 

Indicated 


Dry  Steam 
per 

Indicated 


Drawbar 

Poll, 

Pounds 


Drawbar 

Horse 

Power 


Dry  Fuel 
per 

Oynampm. 

Horse 

Power  Hour, 
Pound' 


Dry  Steam 


Dynamom. 

Horse 


Machine 

Efficiency 

of 

Locomotive, 
Per  Cent. 


Thermal 

Efficiency 

of 

Locomativo, 
per  Cent, 
Cased  onFuel) 


Brap^ 


in 


I 214 


379 


360 


381 


266 


398 


399 


1301 

1302 

1303 

1304 

1305 

1306 


15901 

19661 

25531 

29730 

32307 


648.2 

792,8 

1046.2 

1179.0 

1265.2 


3.2 

3.4 

3.5 

3.9 

4.4 


24.53 
24,67 
24.40 

25,22 

25.54 


epiLEiR  p|res|sur 


15495 
19648 
1 20443 

23135 

20184 


561.0 

698.7 

908.7 

1028.4 

1076.6 


3.76 

3.84 

4,05 

4.46 

5,15 


28.86 

28.00 

28,10 

28,91 

30.01 

60 


65.0 

68.1 

86.9 

87,2 

85.1 


5,09 

4.99 

4,73 

4.29 

3,72 


393.7 

401.4 

406.0 

423,T 

422.0 


Table  I. 

Superheater  in  use.  Steam  pressure  160  pounds.  25-inch  cylinders. 


15 


M.  P.  3g4  A-Slith  6hc»t 

Pennsylvania  Railroad  Company 

LOCOMOTIVE ; 

TYPE  2—8«0 

CLASS  HSb,  25  In.eylinders 
NUMBER  2646  Average  Results  of  Locomotive  Tests 

SUBJECT  : SlQOkebox  Superheater*  Trials  With  Saturated  Steaaj  Altoona,  Pa.,  4-8-1909 


PKiladtIphia.  SaNifner*  4 WstKin^lofi  Railroad  Company 
Northora  Central  Railway  Company 
Waat  Joraoy  ^ Soaahoro  Railroad  Company 
'EST  OGPARTMEMT 


Bulletin  Ho, 13 

FUEL:  Jamison 
Cool 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

NUMBER 

TEST 

DESIGNATION 

Ounlion 

of 

Tort, 

Hours 

Miles 

oer 

Hour 

Throttle 
Openieg, 
full  or 
Partial 

Actual 

Cut-.ff 

Per  Ceot., 

H.  P. 
Cylioden 

rtop.dfii 

Smoke-  1 
box 

Degrees! 
^ 1 

Preiigr* 

!■>  Boiler, 
Lbs.  per 

Sq.  lecH 

Draft 

In 

Smoke  8o«. 
Inchei 
of  Water 

Draft 

Ash  Pan, 
Inchei 
of  Water 

CaioriAc 
Value 
of  Dry 
fuel, 

S.T.U.porLb 

CInden 

Collectod  in 

Smoke  Box, 
Pounds 
pir  Hour 

1.  r.  ■ CBi.«n  imttit 

196 

199 

203 

268  to  271 

[ 217 

222 

225 

248 

238 

1317 

80-30-P 

2 

13,34 

Pull 

27,8 

520 

158.0 

1.9 

.1 

13680 

69 

1316 

80-40-P 

2 

13,34 

m 

35,6 

545 

160,6 

2.5 

.1 

13580 

116 

1319 

100-4 5-P 

2 

16,67 

99 

43,4 

610 

160,9 

.3 

13580 

256 

1320 

120-50*? 

n 

20,00 

50.3 

700 

147,6 

4.7 

.3 

i 

13580 

658 

BOILER  PERFORMANCE 


EII6IIIE  PERPOKMANCE 


TEST 

NUMBER 

Dry  Fuel 
F'red 
f*r  Hour, 
Pounds 

Dry  Fuel 
per  Hour, 
Pounds  per 

So.  FI.  of 
Grate 

Walnr 
Oelieered 
to  Boiler, 
Pounds 
per  Hour 

equivalent  evaporation 

FROM  AND  AT  212°  F..  POUNDS 

Boiler 

Horse 

Power 

(34HU.ofC.) 

Effcloncy 
of  Boiler, 
Based 

on 

Fuel 

Pmiura 

In 

Branch  Pipe, 
Pcunds 
par  Sq  In. 

Superheat 

In 

Branch 

Pipe 

Degrees  F. 

Per 

Hour 

Per  Hour 
per  Srj.  Ft 
rl  Fire 
Mealing  Sur. 

„Por 

Pound 
of  . 

Dry  Fuel 

338 

333 

340 

344 

345 

347 

340 

360 

1 220 

230 

1317 

2334 

47,93 

17689 

21398 

8,64 

9.17 

620,2 

65,22 

156,2 

1318 

3118 

64,03 

21726 

26366 

10,52 

6,46 

764^3 

60.17 

159.6 

1319 

4572 

93,88 

28779 

34828 

13,90 

7,62 

1009,6 

54.19 

1320 

6687 

137,31 

33281 

40230 

16,06 

6.02 

1166,1 

42.81 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

tUMBER 

Dry  Steam 
to 

Engines. 
Pounds 
par  Hour 

ladicated 

Horsn 

Power 

Dry  Fuel 
per 

indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hoar, 
Pounds 

Drawba.- 

PuH. 

1 Pounds 

Oy.samometer 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamem. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Oynamom. 

Horse 

Power  Hour, 
Pounds 

Machino 

Efficiency 

of 

Leeofflotlra, 
Per  Cent. 

Thomial 

Efficiency 

of 

LecomoUuo, 
per  Cent., 
(Based  on  Fuel  1 

01 

Steam^lt 

Degrees 

P 

214 

379 

380 

381 

1 265 

363 

384 

385 

398 

399 

1317 

17476 

644,4 

3,6 

27.12 

15238 

541,9 

4.31 

32,25 

84,1 

4.36 

367.1 

1318 

21394 

812,2 

3,8 

26,34 

19649 

698.7 

4,46 

30,62 

86,0 

4.20 

367.9 

1319 

28323 

1074,6 

4.3 

26,36 

20742 

922,0 

4,96 

30,72 

85,8 

3.78 

367,6 

1320 

32878 

1158,0 

5.8 

28,39 

18607 

987,2 

6.77 

33.30 

85,3 

2.77 

358,6 

B( 

)ILE 

R P 

^ES: 

»UR 

E 1 

60 

Table  il. 

tests  the  superheater  was  removed  and  replaced  by  steam  pipes.  Steam  pressure  160  pounds. 
25-inch  cylinders. 


16 


Fig.  5. 

STEAM  PER  INDICATED  HORSE-POWER. 

The  superheat  ranges  from  25  to  55  degrees,  and  there  is  an  average  saving  in  steam  of  8 per  cent 


17 


Fig.  6. 

STEAM  PER  DYNAMOMETER  HORSE-POWER. 
Boiler  pressure  160  pounds. 


18 


Fig.  7. 

COAL  PER  INDICATED  HORSE-POWER. 
Boiler  pressure  160  pounds. 


19 


Fig.  8. 

COAL  PER  DYNAMOMETER  HORSE-POWER. 
We  find  here  a saving  in  coal  of  15.8  per  cent 


20 


Fig.  9. 

TEMPERATURES  OF  SMOKEBOX  GASES  AND  STEAM. 

With  the  superheater  in  use,  the  temperature  of  the  gases  is  decreased  and  heat  is  recovered. 


21 


Superheater  Tests  at  Increased  Pressures. 

33.  The  boiler  pressure  was  then  increased  to  170  pounds 
and  a second  series  of  trials  made  at  the  same  speeds  and  cut-offs 
as  for  the  tests  at  160  poimds  pressure,  and  following  these  a series 
of  tests  at  180  pounds  pressure  was  made.  Even  at  180  pounds 
pressure,  the  drawbar  pulls  of  the  two  locomotives  are  not  equal. 

Superheater  Locomotive  Operated  on  Saturated  Steam. 

34.  Because  of  the  fact  that  the  locomotive  did  not  show 
results  equal  to  those  obtained  with  the  H6b  (saturated  steam, 
22 -inch  cylinders)  either  in  drawbar  pull  or  boiler  power.  It 
was  decided  to  remove  the  superheater  and  substitute  the  usual 
steam  pipes  so  that  trials  could  be  made  with  saturated  steam. 
These  trials  were  made  at  the  former  speeds  and  cut-offs  and  are 
comparable  with  the  trials  with  superheat. 

35.  From  these  tests  it  is  found  that  the  superheater  reduces 
the  steam  consumption  about  6J  per  cent,  at  pressures  of  160  and 
170  pounds,  with  conflicting  results  at  180  pounds  pressure. 

Comparative  Trials  with  a Saturated  Steam  Locomotive. 

36.  After  all  of  the  trials  of  the  superheater  locomotive 
2846  were  completed,  a series  of  trials  was  run  with  class  H6b 
saturated  steam  locomotive  2860,  repeating  runs  made  with 
locomotive  2846  and  using  the  same  kind  of  coal.  Saturated 
steam  locomotive  2860  has  22-inch  diameter  cylinders  and  carries 
a boiler  pressure  of  205  pounds. 

37.  The  results  of  these  tests  are  given  on  Table  VII,  and 
they  are  plotted,  in  connection  with  the  results  of  the  tests  on 
the  superheater  locomotive,  in  Figs.  23  to  27. 

38.  The  ratio  of  the  areas  of  cylinders  of  the  two  locomotives 
2860  and  2846  is  1.29  while  the  ratio  of  the  boiler  pressures  of 
205  to  160  is  1.28.  The  25-inch  cylinders  are  thus  large  enough 
if  they  received  the  pressure  expected,  but  this  they  do  not  have 
on  account  of  the  restriction  of  the  steam  passages  of  the  super- 
heater. 


22 


Pennsylvania  Railroad  Company 

LOCOMOTIVE; 

TYPE  2-8-0 

CLASS  Superheater 

NuwBER  Average  Results  of  Locomotive  Tests 

SUBJECT:  Smokebox  Superheater  Altoona,  Pa 


ntihdtipfci*,  Btitimor*  & WnNiaften  fUilrewi  Cpmpany 
Northern  Central  Ratharey  Company 
Went  Jeraay  & Setahora  Railroad  Company 
TEST  DERARTMEMT 


Bullctia  Ho, IS 
FUEL : 

Coal 


4-1-1909 


TEST 

NUMBER 


RUNNING  CONDITIONS 


TEST 

DESIGNATION 


Duration 

of 

Teat, 

Hoars 


Miles 

per 

Hour 


Throttle 
Openiag, 
Full  or 
Partial 


Actual 
Cut-eff 
Per  Cent, 
H.  P. 
Cylinders 


Wp.6f  I 


box 

Degrees! 
? 


S4.  Inch 


BOILER  PERFORMANCE 


Draft 

la 

Smoke  8o«, 
Inches 
of  Water 


Draft 

Ash  Pan, 
Inches 
ef  Water 


Calorific 

Value 

afDry 

Fuel, 

B.T.U.pcrLb. 


CofUcted  in 
Smoke  Box, 
Pounds 


I.  r.  a Cal-en  Throttle  j 196  | 199 


268  to  271 


217 


222 


226 


240 


238 


1307 

1308 

1309 

1310 

1311 


TEST 

NUMBER 


80-30-F 

80-40-F 

100-45-F 

100-50-F 

120-50-F 


13*34 

13.34 

16.67 

16.67 

20,00 


Pull 


28.1 

36,5 

41.4 

46.4 
48.2 


460 

530 

570 

610 

620 


173,4 

173,8 

170.1 

170.2 
167.7 


2.4 

3.5 

5.5 
7.1 
8.7 


13293 

13293 

14216 

14218 

14218 


43 

64 

92 

116 

260 


BOILER  PERFORMANCE 


lElfilNE  PERFORMANCE 


Dry  Fuel 
Fired 
per  Hour, 
Pounds 


Dry  Fuel 
per  Hour. 
Pounds  per 
Sq.  Ft  of 


Water 

Deliverec 


Pounds 
per  Hour 


EQUIVALENT  EVAPORATION 
FROM  AND  AT  2120  p.,  POUNDS 


Pound 

of 

Dry  Fuel 


Power 

(34>iU.ofE.I 


Efficiency 
of  Boiler, 
BasmI 


Kind 

Super- 

. Peuads 

heater  I p.,sq  in. 


Branch 

Pip. 

Degrees  F. 


338 


344 


34S 


347 


360 


220 


230 


1307 

1308 

1309 

1310 
13U 


2201 

2875 

4095 

5184 

6918 


45,20 

59,03 

84.09 

106.45 

142.05 


17857 

21292 

27429 

30576 

33528 


21723 

25895 

33359 

37184 

40760 


8.67 

10,34 

13.32 

14,84 

16.27 


9.87 

9.01 

8,15 

7.17 

5.69 


629.7 

760.6 

966.9 

1077.8 

1181,4 


71.71 

65.46 

55.36 

48,70 

40,01 


Baldwin 


173.1 
170 
164.6 
163,7 

160.2 


32.5 
34,1 
45.9 
44,3 

43.6 


ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Diy  StMin 

t. 

Panada 

perHdor 

bdltfM 

Hone 

Poumr 

Dry  Feel 

P» 

Indicated 

Hcfs* 

PetnrHour, 

Peends 

Dty  Steam 
par 

Indicated 

Horse 

PoMT  Hour, 
Pends 

1 Diawbar 

1 Pa". 

Peuads 

Dynamometer 

or 

Drawbar 

Horse 

Power 

Dry  Fuel 
per  • 

Dynamem, 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Dynamoiti. 

Horse 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Lecomotlve, 
Per  Cent 

Thermal 

Efficiency 

of 

tocomotlve, 
per  Cent, 

(.ItiodonFuell 

lemp.ot 

Steam  In 
Branch 

Degr|el® 

214 

379 

380 

381 

266 

383 

384 

386 

398 

399 

1307 

17541 

732.8 

3.0 

23.94 

1 17288 

614,8 

3.56 

28,53 

83.9 

5.35 

406.6 

1308 

21034 

885.3 

3.2 

23.76 

21328 

758,4 

3.79 

27.73 

85.7 

5.05 

409,6 

1309 

27097 

1130.0 

3.6 

23.98 

21825 

970,1 

4.22 

27,93 

85,8 

4.24 

418,2 

1310 

30201 

1242.6 

4.2 

24.30 

24624 

1067,9 

4.85 

28.26 

65.9 

3,67 

416.3 

13U 

33122 

1298.6 

5.3 

25.51 

21018 

1121.1 

6.17 

29.54 

86,3 

2.90 

414,0 

B 

DILI 

[R  p| 

SUF 

70 

Table  III. 

Superheater  in  use.  Steam  pressure  170  pounds. 


23 


M.  F.  384  A— Sixth  &hc*t  U-4-10 

Pennsylvania  Railroad  Company 

I nr*nMnTI\/F  • PhiUd»lphia,  eal«imit-«  4 Wnhiagtca  RniIrMid  Compani  BullCtijJ  HO  13 

Norlharn  Cantni  Railway  Compaay  • 

TYPE  2~B«0  Urtty  4 Soaihora  Railroad  Coin|»My  FUEL  : . vSniiSOXI 

CLASS  K6b,  35  Ui.Oyllnders  tesx  de:>:»artmeimt  Opal 

NUMBER  3646  Average  Results  of  Locomotive  Tests 
SUBJECT:  Smokebox  Superbeatejc,  Trials  With  Saturated  Steam  Altoona,  Pa.,  4-14-X909 


RUNNING  CONDITIONS  | BOILER  PERFORMANCE 


TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

of 

Test, 

Hoars 

Miles 

per 

Hour 

Throttle 
Opening, 
Full  or 
Partlil 

Actual 

Cut^eff 

Per  Cent, 

H.  P. 
Cylinders 

Si? 

oox 

Degrees 

P 

Presiure 

In  Boiler, 
Lba.  per 

Sq.  Inch 

Dreft 

1* 

SmoVe  Box, 
Inches 
of  Water 

Draft 

le 

Ash  Pan, 
Inches 
ef  Water 

Calorlflc 
Value 
of  Dry 

Full, 

B.T.  U.  per  Lb. 

Clodars 

Collected  la 

Smeku  Bax, 

Pounds 
par  How 

R.  r.M.  CM^II  TRnttle 

196 

199 

203 

268  to  271 

217 

222 

225 

248 

298 

1321 

1322 

1323 

1324 

00-30-P 

80-40-F 
100  45-P 
120-45-P 

2 

2 

2 

1.6 

13.34 

13.34 
16,67 
20.00 

Poll 

«• 

m 

m 

28,7 

36,1 

43,5 

43,9 

520 

550 

645 

660 

169.9 

170.9 
169,8 
152.4 

1.9 

2.7 

4.6 

4,3 

.1 

.2 

.3 

.2 

13580 

13580 

13697 

13697 

61 

111 

296 

TEST 

NUMBER 

BOILER  PERFORMANCE 

EII6INE  PEBFORIIANCE 

Dry  Fuel 
Fired 
per  Hour, 
Pounds 

Dry  Fuel 
par  Hour. 
Pounds  per 
Si).  Ft.  of 
Grata 

Water 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  2t2«  F..  POUNDS 

Boiler 

Horse 

Power 

OdHU.ofE.) 

Efficiency 
of  Boiler, 
Based 
on 

Fuel 

Pressure 

In 

Branch  Pipe, 
Peuads 
per  Sq.  la. 

Superheat 

In 

Branch 

Pipe 

Degrees  F. 

Pflr 

Hour 

Per  Hour 
per  Sq..Ft 
of  Fire 
Heeling  Sur. 

Per 

Pound 

of 

Dry  Fuel 

338 

330 

340 

344 

345 

347 

349 

350 

II 

220 

230 

1321 

1322 

1323 

1324 

2520 

3175 

4817 

4841 

51,76 

65.20 

98.91 

99,41 

19360 

23093 

30383 

29359 

23413 

28009 

36631 

35469 

9.35 

11.18 

14,70 

14.17 

9,29 

8.82 

7,65 

7,33 

678,6 

811.9 

1067.6 

1028.7 

66,07 

62,73 

53.94 

51,69 

170,1 

170,3 

166.7 

150,0 

TEST 

NUMBER 

ENGINE  t 

•ERFORMANCE  I 

r LOCOMOl 

riVE  PERFORMANCE 

Dry  Staim 
to 

EaginaSi 
Pounds 
par  Hour 

Indicated 

Horse 

Power 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 

— 

Dry  Steam 
per 

ledicated 

Horso 

Powor  Hour, 
Pounds 

Drawbar 

Pull, 

1 Pounds 

Dynamometer 

or 

Drawbar 

Hone 

Power 

Dry  Fuel 
per 

Oynamem. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Oynamom. 

Horse 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Loeomethro, 
Ptr  Cent 

Thenail 

Efficiency 

of 

Lecomsthe, 
per  Cent, 
(Based  anFuel' 

Branch 
^ Pipe 
Degrees 

214 

3T9 

380 

381 

1 265 

383 

384 

385 

398 

399 

1321 

1322 

1323 

1324 

18970 

22729 

30004 

29004 

709,9 

885,2 

1157.1 

1112.1 

3.5 

3.6 
4,2 
4,4 

BO 

26.72 

25.68 

25.93 

26.06 

ILE, 

l PR 

16663 

21224 

22243 

17427 

ESS 

592.5 

754.7 

988.7 

929.6 

URE 

4.25 

4.21 
4,87 

5.21 

: i: 

32.02 

30,12 

30,35 

31,20 

'0 

83.5 

85.3 

85.4 

63.6 

4,41 

4,45 

3,82 

3,59 

372.9 

372,1 

372,1 

363.9 

Table  IV. 

Tests  with  superheater  removed.  Steam  pressure  170  pounds. 


24 


Fig.  10. 

STEAM  PER  INDICATED  HORSE-POWER. 
Boiler  pressure  170  pounds. 


J.  H.  mW.  Hol-olerf.^^.  WLflAflfi.T 


25 


Fig.  11. 

STEAM  PER  DYNAMOMETER  HORSE-POWER. 
Boiler  pressure  170  pounds. 


26 


Fig.  12. 

COAL  PER  INDICATED  HORSE-POWER, 
Boiler  pressure  170  pounds. 


27 


Fig.  13. 

COAL  PER  DYNAMOMETER  HORSE-POWER, 
Boiler  pressure  170  pounds. 


28 


M.  P.  394  A-Sixlh  Sboct 
Sxluyi 

LOCOMOTIVE : 
TYPE  S-6-0 
CLASS  H6b 
numb^8.^^46 


SUBJECT : aooJsebox  5u:perh®at«r 


Pennsylvania  Railroad  Company 

MUsdaiphi*,  Baltimer*  4 WMbngiM  lUilraad  CompMj 
Norther*  Ceatrai  Railway  Cempaay 
Waat  Jamay  A Saaahera  Ratiraad  Caaipaay 
TEST  DEPARTMeNT 


11-4-10 

Bulletin  No.13 


FUEL: 


Coal 


Average  Results  of  Locomotive  Tests 


Altoona,  Pa., 4^1^ 


RUNNING  CONDtTIONS  | 

II  BOILER  PERFORMANCE 

TEST 

NUMBER 

TEST 

DESIGNATION 

Oontton 

of 

Test 

Hours 

Miles 

per 

Hour 

ThretHe 
Openleg, 
Full  or 
Partial 

Actual 

Cuf^df 

Per  Coot, 

H.  P. 
CyUndert 

reaqp.of 

3inoke» 

box 

degrees 

P 

Pressure 

In  Boiler, 
Lbs.  per 

Sq.  loch 

Draft 

far 

Smoko  Bos, 
Inchot 
of  Water 

Draft 

in 

Ad)  Pan, 
lachot 
of  Water 

CaloriSc 
Value 
of  Dry 

Fuel, 

B.T.U.porLb. 

cinders 

Colloctod  lo 

Smoko  Box, 
Pounds 
per  Hour 

K.  P.  8 Cat-oft  nraMt 

196 

199 

203 

2681.271 

1 217 

222 

226 

248 

238 

1312 

30-30-P 

2 

; 

13, 

34 

Pull 

30.7 

500 

1 161.5 

3.1 

.1 

14218 

56 

1316 

80-30-F 

2 

13.34 

29,8 

510 

1 162,9 

2,6 

•1 

13580 

51 

1313 

80-40-P 

2 

» 

13,34 

•1 

36,4 

545 

I 162,3 

4.0 

*2 

14218 

85 

1314 

100.45»P 

l.S 

16. 

67 

43,5 

575 

1 160.9 

5,0 

•2 

14a8 

192 

1315 

120-.50-P 

3 

20. 

00 

•1 

49.3 

625 

1 163.3 

6,6 

.3 

14218 

280 

BOILER  PERFORMANCE 

ENGINE  PERFORMAItCE 

TEST 

Dry  Foal 

Dry  Fuel 

Water 
Oellvored 
to  Boiler, 
Poonds 
per  Hoar 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  212<»  F..  POUNDS 

Bolter 

Efficiency 
of  Boiler. 

Kind 

of 

Pressure 

In 

Superheat 

In 

NUMBER 

Flrod 
per  Hour, 
Pounds 

Pounds  par 
Sq.Ftof 
Grate 

Per 

Hour 

of  Fire 
Heatioq  Sur. 

Per 

Pound 

of 

Dry  Fuel 

Herw 

Powar 

(VSU.ofE.) 

Based 

on 

Fuel 

Super- 

heater! 

1 Branch  Pipe, 
Pounds 

I porSq.  ln. 

Branch 

Pipe 

Degrees  F. 

33B 

338 

340 

344 

345 

347 

349 

350 

1 

1 220 

230 

1312 

2673 

52.63 

19358 

23542 

9,40 

9.15 

662,4 

62.15 

Baldwin  1 

1 178.0 

36,0 

1316 

2547 

52,30 

19493 

23732 

9,47 

9,32 

687,9 

66,28 

t 

178.5 

27,1 

1313 

3259 

66,92 

23126 

28158 

11.24 

6,64 

816.2 

58,69 

9f 

177.9 

43,1 

1314 

4897 

100 

.66 

29366 

35724 

14.26 

7,30 

1035.5 

49,59 

•• 

174.6 

48.6 

1315 

6139 

126,06 

34046 

41359 

16,51 

6,74 

1198.8 

45.78 

n 

154.8 

45,5 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NimaEB 


DnrSttdiii 

to 

Eagtoaa, 

Poindi 

pvHour 


21A 


ladicated 

Hcrt* 

Powar 


*70 


Dry  Fael 


PewarHear, 

Poenda 


Dry  Staua 
P» 


Powar  Hoar, 

_Ea!a^ 


260 


383 


Dry  Foal 


Horso 

Power  Hoar, 
Pooade 


?«■ 

Rdin 

loTM 

Powar  Hour, 


385 


Efficiency 

of 


Thanml 

Effidancy 

of 


percent, 


iestp^oi 

Steam  in 
branch 

Des^^s 


1312 

1316 

1313 

1314 

1315 


19051 

19231 

22600 

29010 

33636 


745.9 

774.9 
910.2 

1211.0 

1264,4 


3*4 

3.3 

3.6 

4,0 

4,9 


25,54 

24,82 

25.05 

23,96 

26,60 


17155 

18017 

21642 

23610 

20393 


610,0 

640,7 

769,6 

1058,4 

1078,8 


4.22 
3,98 

4.23 

4.63 

5.64 


31.23 

30,02 

29,63 

27,41 

36.92 


81,8 

82,7 

64,6 

87,4 

66.0 


4,24 

4.71 

4.23 

3.87 

3.17 


4X4.4 

40^,7 

421.4 
415,6 

413.5 


BOILE 


RPRESIfURa  180 


Table  V. 

Superheater  in  use.  Steam  pressure  180  pounds. 


29 


M.  F.  994  A-Siztb  Sheet  11.9.IO 

Pennsylvania  Railroad  Company  , ^ 

LOPOMOTIVP  • Philadelphia.  Beltimor#  4 Waefciaaleii  Railroad  Company  NO,13 

I ivc.  • Nonhera  Control  Railway  Company  - 

type  Wert  Jeriey  4 See.hor*  Reilreed  CompMy . FUEL  UanilSOIl 

CLASS  Hfib^  iiL.C^rlinder8  oeP-ARnTMCN-r  Coal 

NUMBER  2846 Average  Results  of  Locomotive  Tests 

SUBJECT ; &aokebo5t  Siiperheeter»Trial8  With  Saturated  Steam  Altoona.  Pa.,  4-17-1909 

TEST 

NUMBER 

RUNNING  CONDITIONS  ! 

II  BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Tost, 

Hoars 

Milos 

per 

Hour 

Throttte 

Opening, 

Fuller 

Partlil 

Actual 

Cut-off 

Per  C*ii, 

H.  P, 
Cylinders 

kooke- 
. box 
)egreea 
P 1 

1 Pressure 

1 In  Boiler, 

1 Lbs.  por 

1 Sq.  Inch 

Draft 

In 

Smoho  Boi, 
Inches 
of  Water 

Draft 

la 

Ash  Pan, 
Inchoi 
of  Water 

Calorifc 
Value 
of  Dry 

Fool, 

B.T.U.ptrLb. 

Cinders 

Colloctcd  in 

Smoke  Bo«, 

Pounds 
per  Hour 

LP.aCfl^flTmitte 

196 

199 

203 

268  to  27t 

217 

222 

225 

248 

238 

1329 

1330 

1331 

80-30-i? 

80-10-7 

100-16-P 

2 

2 

2 

13.34 

13.34 

16.67 

Fall 

II 

•> 

28,6 

35.1 

48,0 

520 

540 

428 

180.7 

181.3 

177,5 

2.2 

2.9 

4.7 

.1 

.1 

.2 

13697 

13697 

13697 

76 

100 

189 

TEST 

NUMBER 

BOILER  PERFORMANCE 

ENGINE  PERFORMANCE 

Dry  Fuel 
Fired 
per  Ho(jr, 
PoUMli 

DiyFuel 
per  Hour. 
Pomds  por 
Sq.  Ft  of 
Onto 

Water 
Dellvorcd 
to  Boiler, 
Pounds 
por  Hour 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  2120  F..  POUNDS 

Boiler 

Horse 

Power 

(34HU.ofE.) 

Efficiency 
of  Boiler, 
Based 

Fuel 

Pressure 

in 

Branch  Pipe, 
Pouods 
por  Sq.  In. 

Superheat 

In 

Branch 

Pipe 

Digroos  F. 

Per 

Hour 

Per  Hour 
per  Sq.  Ft 
of  Fire 
Heatinq  Sur, 

Per 

Pound 

of 

Dry  Fuel 

338 

330 

340 

344 

345 

347 

349 

3S0 

220 

230 

1329 

1330 

1331 

2471 

3179 

4613 

50,74 

65.26 

94,72 

19553 

23481 

31448 

23662 

28446 

38066 

9,44 

11.35 

15.19 

9.56 

8,95 

8.25 

605.9 

824.5 

1103.4 

67.55 

63.11 

58,17 

178.5 

178.6 

176.7 

ENGINE  PERFORMANCE 

LOCOMOTIVE  PEI 

MFORMANCe 

TEST 

NUMBER 

Dry  Steam 
to 

Eagints, 
Pounds 
por  Hour 

lodkatod 

Nona 

Po*r 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Sletm 
per 

Indicated 

ilorso 

Power  Hour, 
Pounds 

Drawbar 

Pull, 

Pounds 

Dynamometer 

or 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamom. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
por 

Oynamooi. 

Horsa 

Pewar  Hoar 

Pounds 

Machine 

Efficion<5 

of 

Laeomothw, 

' Por  Cent 

TWraal 

Eadooey 

of 

Uomathio, 
per  Cent, 

..  tS^onfne!) 

Terajr-dr 

Steam  In 
branch 

3}sir|ls 

214 

3-^9 

380 

381 

266 

383 

334 

385 

393 

899 

1329 

1330 

1331 

19238 

23169 

31030 

770,2 

942.6 

1206,2 

1 

3,2 

3,4 

3,8 

BOI 

24.98 

24,58 

25.73 

LEF 

; PR 

17799 

22377 

23398 

pss 

632.9 

795.7 

1040.0 

JRE 

3,9 

4.0 

4,4 

18 

30, 4( 
29.12 
29,8/5 

) 82.2 
! 64.4 
t 66.2 

4,76 

4,66 

4.18 

374.0 
373,8 

372.0 

Table  VI. 

Tests  with  superheater  removed.  Steam  pressure  180  pounds. 


30 


Fig.  14. 

STEAM  PER  INDICATED  HORSE-POWER. 

Boiler  pressure  180  pounds.  There  is  no  saving  by  superheating  under  these  conditions. 


31 


Fig.  15. 

STEAM  PER  DYNAMOMETER  HORSE-POWER. 
Boiler  pressure  180  pounds. 


32 


Fig.  16. 

COAL  PER  INDICATED  HORSE-POWER. 
Boiler  pressure  180  pounds. 


33 


Fig.  17. 

COAL  PER  DYNAMOMETER  HORSE-POWER. 

Boiler  pressure  180  pounds.  There  is  no  saving  in  coal  with  this  boiler  pressure. 
The  superheat  ranged  from  27  to  48  degrees. 


34 


39.  The  ratio  of  the  mean  effective  pressures  when  each 
locomotive  cuts-off  at  about  36  per  cent,  is  1.59  when  the  pressure 
is  160  pounds.  When  the  pressure  is  raised  to  180  pounds, 
this  ratio  becomes  1.38. 

40.  At  100  revolutions  and  50  per  cent,  cut-off,  the  drawbar 
pull  of  the  superheater  locomotive  is  23135  pounds  with  160 
pounds  pressure,  while  for  the  same  speed  and  cut-off  much 
shorter,  or  about  46  per  cent.,  the  pull  for  the  H6b  at  205  pounds 
is  25659  pounds. 

Baffling  Action  of  Superheater. 

41.  In  Figs.  18  and  19  the  curves  show  the  draft  conditions 
with  this  superheater  locomotive,  with  the  superheater  in  place 
and  with  the  superheater  removed. 

42.  From  the  curves  for  160  pounds  pressure,  which  was 
normal  pressure  for  this  locomotive,  it  is  very  evident  that  the 
superheater  obstructed  the  passage  for  the  smokebox  gases  when 
the  locomotive  is  forced  to  its  maximum  capacity,  and  this  con- 
dition is  found  when  the  draft  in  firebox  is  practically  the  same 
whether  the  superheater  is  in  place  or  not.  This  action  means 
that  the  draft  was  reduced  in  return  for  superheating. 

43.  At  180  pounds  pressure  the  increased  draft  in  front  of 
the  superheater  is  not  quite  so  great,  but  it  is  considerable.  This 
obstruction  presented  by  the  superheater  undoubtedly  caused 
the  lowering  of  the  maximum  boiler  capacity.  Whether  or  not 
this  loss  of  draft  could  be  eliminated  and  still  obtain  the  super- 
heat in  the  steam,  is  a question  that  cannot  be  determined  from 
the  data  of  the  tests.  A number  of  changes  were  made  in  the 
smokebox  arrangement  to  overcome  as  much  of  this  loss  of  draft 
as  was  possible,  without  very  materially  changing  the  whole 
scheme. 

Indicator  Diagrams  from  the  Two  Locomotives. 

44.  In  Figs.  20  and  21  indicator  diagrams  are  shown  for 
locomotive  2846  with  superheated  and  with  saturated  steam. 
It  is  very  probable  with  so  low  a superheat,  that  the  steam  has 
parted  with  all  of  it  before  the  point  of  cut-off  is  reached,  and  is 
in  fact  saturated  steam  for  the  expansion  and  compression  period, 
and  as  would  be  expected,  the  diagrams  are  as  nearly  as  possible 
alike. 


35 


Fig.  18. 

DRAFT  AND  EVAPORATION,  160  POUNDS  PRESSURE. 

The  draft  in  front  of  diaphragm  is  the  draft  between  the  superheater  and  the  stack.  With  the  superheater 
■?  n place  in  the  smokebox,  the  draft  or  vacuum  in  front  of  it  is  much  increased  over  what  it  is  with  the  superheater 
removed.  The  draft  in  the  firebox  remaining  the  same  under  either  condition. 


36 


Fig.  19. 

DRAFT  AND  EVAPORATION.  180  POUNDS  PRESSURE. 

This  shows  the  higher  draft  in  front  of  the  superheater,  but  to  a less  extent  than  in  Fig.  18. 


37 


Pennsylvania  Railroad  Company 

Bui.i.&riN  No.l'S 


LOCOMOTIVE. 

TYPC  2.-B-0 

CLASS  TEST  DEPARTMENT 

NUMsen 


LOCOMOTIVE  Testing  Plant 

SUBJECT  SMOKe.e>OlL  SOtPe.W,HE.ATE.R. 


ALTOOMA,  PA  A- R- OS 


c:>r\_n^oe.ci 


-re.^’T  r>lo.  1-301  ^0-30-F* 

VZ  .T5A  MlUCS  MOLIW. 


Fig.  20. 

TYPICAL  INDICATOR  DIAGRAMS. 
Superheated  Steam  at  160  pounds  pressure. 


38 


LOCOMOTIVE. 

TYPC  2-S-O 
CLASS  HSa, 
NUMBER 


Pennsylvania  Railroad  Company 

TEST  DEPARTMENT 


Lcx:oMOTivE  Testing  Plant 

SUBJECT  £>MOKeSOX 


BwLJ-ETm  No.  IS 


ALTOONA.  PA.^-S-03 


3ATORATEO 

S“re.Ar^ 

UBS 


"res”T  r^o. 


4a>0  — 30  — F“ 


MIwCIb  HO>./n 


Fig.  21. 

TYPICAL  INDICATOR  DIAGRAMS. 

Saturated  steam  at  160  pounds  pressure.  These  diagrams,  except  for  superheat,  were  made  under  the 
same  conditions  as  those  shown  in  Tig.  20.  There  is  little  or  no  difference  in  the  form  of  diagram  for  superheated 
and  saturated  steam. 


39 


45.  There  is  noticeable  in  this  locomotive  a very  decided 
drop  in  pressure  during  admission.  This  fact  may  account, 
largely,  for  the  low  drawbar  pull  of  the  locomotive  as  compared 
with  the  H6b  class.  The  valves  and  ports  of  the  two  locomotives 
are  the  same.  The  difference  between  the  cylinders  is  in  diameter 
of  cylinder  only. 

46.  In  Fig.  22  indicator  diagrams  for  the  two  locomotives 
are  shown.  For  the  H6b  class  2860,  with  205  pounds  pressure 
the  indicator  spring  scale  is  140  pounds  per  inch,  while  for  No. 
2846  superheater  with  160  pounds  pressure,  the  scale  is  120  pounds 
per  inch. 

47.  The  admission  line  for  the  2860  is  better  maintained  than 
for  the  superheater  locomotive  and  the  compression  is  much  less. 
The  result  being  a higher  mean  effective  pressure  for  the  regular 
H6b  locomotive. 


Like  of  Superheater. 

48.  The  superheater  was  removed  from  this  locomotive  in 
April,  1913,  and  the  tubes  were  found  to  be  so  badly  corroded 
as  to  be  unfit  for  further  service.  The  life  that  may  be  expected 
then,  with  this  form  of  superheater,  is  about  four  years. 


40 


LOCOMOTIVE 
TYPE  2:-a-o 
CLASS  H&B 

NUMBER  sa><E>o 


Pennsylvania  Railroad  Company 

TEST  DEPARTMENT 


LOCOMOTIVE  Testing  Plant 

SUBJECT  3»^OK:E1®0^ 


BULLE.XIN  No.  IB 


ALTOONA,  PA  fe-T-OS 


s/^ruRAcreio  s“rH.AM 

”rE.sx  tNo.»BOO.Z.*72.  L.oc.o.tSo.'aaeO  aO-AO— P" 


SU  He  ATTH-O 

Telst  PHo.  \30‘2.  U.oeO.  YSo.2L&Ae  ©.O-AO-F* 


Fig.  22. 

TYPICAL  INDICATOR  DIAGRAMS. 

H6b  locomotive  and  saturated  steam  with  cylinders  22  x 28  inch  and  H6b  locomotive  and  superheated 
steam  with  cylinders  25  x 28-inch. 


41 


H.  F.  3«4  A-aixth  6ho«t 
sxll^ 

LOCOMOTIVE : 

TYPE  2l-a-0 

CLASS  H6l» 

NUMBER  2660. . 

SUBJECT : Saturated  Steam 


Pennsylvania  Railroad  Company 

Philxdtiphla.  Ballimora  A Waakla^toa  Railroxtl  Cempaay 
Northara  Canlral  Rallaray  Cempaiiy 
Waat  Janay  A Saaakora  Raiirsad  Campaay 
TEBX  DEPARTMENT 


Bulletin  No, 13 

FUEL  : Jamison 

Coal 


Average  Results  of  Locomotive  Tests 


Altoona,  Pa.,  5-24-1909 


RUNNING  CONDITIONS 

BOILER  PERFORMANCE 

TEST 

NUMBER 

TEST 

DESIGNATION 

Duration 

of 

Tael, 

Hoars 

Milas 

par 

Hour 

Throttle 

Opening, 

Fuller 

Partial 

1 Actual 

Cut.aff 

PorCaat, 

H.  P. 
Cylinders 

hnoke- 

box 

)egreeE 

P. 

Pressure 

In  Boiler, 
Lbs.  per 

Sq.  Inch 

Draft 

la 

Snwke  Boi, 
Inches 
of  Water 

Draft 

In 

Ash  Pan, 
lactws 
of  Water 

Calan'fic 
Value 
of  Dry 

Fuel, 

B.T.  U.  per  Lb. 

Cinder. 
Collactad  In 

SmaAa  Box, 
Pounds 
pat  Hoar 

1 P.  I.  CaNII  TkraWe 

196 

199 

203 

268  to  271 

217 

222 

225 

248 

238 

1200.276 

80-20-F 

2. 

25 

13. 

0 

Pull 

19.2 

605 

204,6 

1.3 

.1 

13176 

21 

1200.271 

80-30-F 

3, 

0 

13. 

0 

vv 

31.4 

676 

204,6 

2,6 

.1 

13176 

26 

1200.272 

80-40-F 

2. 

5 

13. 

0 

n 

38.9 

718 

204,8 

3.4 

• 1 

13176 

31 

1200.274 

100-45-F 

2. 

0 

16.25 

H 

45.7 

789 

204,2 

5,5 

.2 

14137 

104 

1200.275 

120-40 

-F 

2. 

0 

19. 

5 

M 

38,9 

784 

204,5 

5.2 

.2 

14137 

79 

1200.273 

120-4 5-F 

1. 

0 

19. 

5 

n 

45,7 

604 

184,7 

6.2 

•2 

13176 

337 

BOILER  PERFORMANCE 

ENGINE  PERFORMANCE 

TEST 

Dry  Fuel 

Ory  Fuel 

Water 

Delivered 

EQUIVALENT  EVAPORATION 

FROM  AND  AT  212«>  F.,  POUNDS 

Boiler 

Eflclency 
of  Boiler, 
Bated 
oe 

Fuel 

Pressure 

in 

Superheat 

lo 

NUMBER 

Fired 
par  Hour, 
Pounds 

Poandi  par 
S4.FLof 
Gnda 

to  Bollar, 
Poands 
par  Hour 

Per 

Hour 

Per  Hour 
per  Sq.  Ft. 

of  Fire 
Heatinx  Sur. 

Per 

Peand 

ef 

Dry  Fuel 

Horse 

Poorer 

(34>iU.ofE.) 

Branch  Pipe, 
.Peuadt 
per  Sq.  la. 

Branch 

Pipe 

D»gro«  F, 

336 

339 

340 

344 

345 

347 

349 

360 

1 220 

230 

1200, 27f 

1734 

35, 

64 

13890 

16669 

6.65 

9.61 

483.2 

70,44 

1200,271 

2593 

53.29 

19628 

23750 

9.48 

9.16 

688.4 

67,14 

1200.272 

3289 

67,57 

24036 

29104 

11.62 

8.85 

843.6 

64,67 

1200.274 

5092 

L04.65 

31731 

38409 

15,33 

7.54 

1113,3 

51,51 

1200,275 

4950 

101.73 

31111 

37632 

16,02 

7.60 

1090,7 

51.92 

1200.273 

5738 

117.92 

33141 

40038 

15.98 

6.98 

1160,5 

51,16 

ENGINE  PERFORMANCE 


LOCOMOTIVE  PERFORMANCE 


TEST 

NUMBER 

Dry  Steam 
to 

Engines, 
Pounds 
per  Hour 

Indicated 

Horse 

Power 

Dry  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Drawbar 

Pull, 

1 Pounds 

Dynamometer 

or 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamem, 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Dynimofli, 

Horse 

Power  Hour, 
Pounds 

Machiat 

Efficiency 

of 

Locomotive, 
Per  Cent 

Thermal 

EfSdeiKy 

of 

lacometivo, 

perCoBt, 

(BasadonFuel) 

214 

379 

380 

381 

I 266 

383 

384 

386 

398 

399 

1200,276 

13061 

520,2 

3,3 

26,11 

12014 

428.5 

4,1 

30,48 

82.4 

4,75 

1200,271 

19367 

817.6 

3,2 

23.71 

20234 

701,4 

3.7 

27,64 

85.8 

5,22 

1200,272 

23723 

963.5 

3.4 

24,62 

24526 

850,2 

3,9 

27.90 

88.2 

4.99 

1200,274 

31347 

1248,9 

4.1 

25.10 

25659 

1111,8 

4.6 

28.19 

89,0 

3.93 

1200,275 

30723 

1252.8 

4.0 

24.52 

20998 

1091.6 

4.5 

28,14 

87,1 

3,97 

1200,273 

32740 

1258,8 

4.6 

26.01 

21509 

1118,4 

5.1 

29.27 

88,8 

3,77 

B 

DILI 

:rf| 

RES 

SUF 

;e 

205 

Table  VII. 

Tests  of  a class  H6b  locomotive  using  saturated  steam.  Cylinders  22  x 28  inch. 


42 


Fig.  23, 

The  evaporation  per  pound  of  coal  for  the  saturated  and  superheated  steam  locomotives  2860  and  2846. 


43 


Fig.  24. 

STEAM  PER  INDICATED  HORSE-POWER. 

The  saturated  and  superheated  steam  locomotives  compared.  There  is  little  or  no  difference  in  the 

steam  used. 


44 


Fig.  25. 

STEAM  PER  DYNAMOMETER  HORSE-POWER. 
The  saturated  and  superheated  steam  locomotives  compared. 


45 


Fig.  26. 

COAL  PER  INDICATED  KORSE-POWER. 

There  is  no  difference  to  be  noted  between  the  two  locomotives. 


46 


Fig.  27. 

COAL  PER  DYNAMOMETER  HORSE-POWER. 
No  saving  can  be  found  from  this  diagram. 


47 


Discussion  by  Dr.  Goss. 

49.  After  the  smokebox  superheater  tests  were  completed, 
the  report  upon  them,  as  embodied  in  the  earlier  Bulletin  No.  17, 
was  submitted  to  Dr.  W.  F.  M.  Goss,  Dean  of  the  College  of 
Engineering,  University  of  Illinois,  for  his  comments  and  criti- 
cisms. Dr.  Goss’  discussion  follows: 

A DISCUSSION  OF  THE  DATA  PRESENTED 
BY  THE  REPORT. 

2.  “ The  Report  deals  with  tests  of  ‘H6b’  locomotive  No.  2846  equipped 
with  a smokebox  superheater,  with  tests  upon  the  same  locomotive  with  the 
superheater  removed,  and  with  tests  upon  ‘H6b’  locomotive  No.  2860  de- 
signed for  saturated  steam,  together  with  certain  comparisons  and  discussions 
of  results. 

3.  ^*The  Methods  employed  in  conducting  the  tests  leave  nothing  to  be 
desired ; the  results  are  consistent  and  are,  I believe,  to  be  accepted  as  reflect- 
ing truthfully  the  actual  performance  secured  under  the  several  conditions 
described.  The  following  discussion  deals  with  matters  not  esp>ecially  em- 
phasized by  the  report,  and  which  may  therefore  be  accepted  as  supplementing 
the  discussions  therein  presented. 

4.  “T/ie  Effect  of  Reducing  Pressure  upon  Locomotives  Using  Saturated 
Steam  is  disclosed  by  the  results  obtained  from  locomotive  No.  2846  after  its 
superheater  had  been  removed,  in  comparison  with  results  from  No.  2860. 
The  steam  per  horse  power  hour  for  the  two  locomotives  is  as  follows: 


Designation  No.  2846  No.  2860 

of  Cylinders  25-in.  dia.  Cylinders  22-in.  dia. 

Test.  Pressure  160  lbs.  Boiler  Pressure  205  Ws. 

80-30-F  27.12  23.71 

80-4(>-F  26.34  24.62 

100-45-F  26.36  25.10 


Average 26 .61  24.48 


Difference 2 . 1 


“The  Purdue  tests  under  different  pressures  (‘High  Steam  Pressures  in 
Locomotive  Service,’  published  by  the  Carnegie  Institution  of  Washington) 
give  steam  consumption  as  follows: 


Boiler  pressure  160,  steam  per  h.p.h 26.6 

Boiler  pressure  200,  steam  per  h.p.h. 25.5 

Difference 1 . 1 


48 


“It  will  be  seen  that  the  consumption  of  the  P.  R.  R.  locomotive  is  not 
greater  than  that  of  the  Purdue  locomotive  at  160  pounds  pressure,  but  it  is 
less  at  the  higher  pressure.  The  P.  R.  R.  experiments  as  disclosed  by  the 
report  before  me  show  an  incresed  water  consumption  of  8 per  cent,  when  the 
pressure  is  reduced  from  205  pounds  to  160.  The  difference  in  heat  consump- 
tion is,  of  course,  less  than  this,  though  for  some  reason  not  explainable  from 
the  data,  the  difference  in  fuel  consumption  is  greater.  I would  call  attention 
to  the  fact  that  in  the  experiments  under  discussion  the  reduction  in  boiler 
pressure  (45  pounds)  is  considerable,  and  the  loss  in  efficiency  is  sufficiently  small 
to  sustain  my  conclusions  based  on  Purdue  experiments,  namely,  that  160 
pounds  is  a good  and  satisfactory  pressure  for  a simple  locomotive,  and  that 
when  the  limit  of  200  pounds  has  been  reached  it  is  better  to  make  boilers 
larger  rather  than  stronger.  There  is,  therefore,  nothing  disconcerting  or 
unexpected  in  the  results  obtained  with  saturated  steam  under  different 
pressures  as  disclosed  by  the  data  in  hand. 

5.  “ The  Smokebox  Superheater  with  which  No.  2846  was  equipped,  sup- 
plied the  cylinders  with  steam  superheated  to  varying  degrees  depending 
upon  the  running  conditions;  at  low  power  it  was  something  over  20  degrees, 
the  maximum  was  less  than  60,  and  the  average  probably  not  far  from  40 
degrees.  These  values,  if  considered  as  results  obtained  from  waste  gases 
alone,  as  was  the  case,  are  good,  but  in  view  of  the  fact  that  200  degrees  super- 
heat is  not  uncommon  in  locomotive  service,  it  would  be  a mistake  to  assume 
that  the  performance  of  No.  2846  may  be  accepted  as  representative  of  that 
which  may  be  obtained  through  the  adoption  of  superheating  as  a principle 
in  the  development  of  locomotive  design. 

6.  “Notwithstanding  the  limitations  referred  to  in  the  preceding  para- 
graph, the  results  constitute  a remarkable  tribute  to  the  value  of  superheating. 
They  show  that  the  superheating  locomotive  (No.  2846)  with  its  25-inch  cyl- 
inders and  160  pounds  boiler  pressure  gave  the  same  cylinder  efficiency  as 
was  obtained  from  the  saturated  steam  locomotive  (No.  2860)  with  its  22-inch 
cylinders  and  205  pounds  boiler  pressure.  So  far  as  economic  performance 
is  concerned,  the  superheater  was  entirely  sufficient  to  prevent  loss  when  the 
pressure  was  reduced  from  205  pounds  to  160  pounds.  Obviously,  a super- 
heater which  would  have  given  a higher  degree  of  superheat  would  have  per- 
mitted a similar  reduction  in  pressure,  and  at  the  same  time  given  an  increase 
in  cylinder  efficiency.  These  are  significant  statements;  they  are  sustained 
by  the  results  of  the  tests,  and  are,  I believe,  sufficiently  conservative  to  be 
easily  subject  to  verification. 

7.  Power. — In  one  respect  only  are  the  results  obtained  from  the  low 
pressure  (160  pounds)  superheating  locomotive  No.  2846  disappointing  when 
compared  with  those  obtained  from  the  high  pressure  (205  pounds)  saturated 
steam  locomotive  No.  2860;  namely,  with  respect  to  its  output  of  power. 
An  analysis  of  the  data,  however,  shows  that  this  result  is  in  part  apparent 
only,  and  it  is  in  part  an  outgrowth  of  certain  characteristics  of  the  locomotive 
tested.  It  is  one  which  should  not  be  interpreted  as  vitiating,  or  even  as 
modifying,  any  general  conclusions  favorable  to  the  use  of  superheated  steam  at 
moderate  pressures  which  may  have  been  based  on  tests  of  other  locomotives. 


49 


The  comparatively  low  power  developed  by  No.  2846  is  due  (1)  to  a difference 
in  steam  distribution  resulting  from  the  change  in  pressure  (see  Par.  44  to  47, 
of  report),  and  (2)  to  the  interference  with  the  draft-action  resulting  from 
the  presence  of  the  superheater.  The  advantage  of  a comparatively  low 
degree  of  superheat  proved  insufficient  to  offset  losses  in  power  arising  from 
these  causes. 

8.  Steam  Distribution. — Referring  to  the  changes  in  steam  distribution 
and  their  effect  upon  power,  the  following  facts  are  to  be  noted. 

“In  anticipation  of  the  tests  the  low-pressure  superheating  locomotive 
was  given  cylinders  larger  than  those  of  the  higher  pressure  saturated  steam 
locomotive,  the  increase  in  cylinder  volume  being  in  inverse  proportion  to 
the  reduction  in  pressure. 

Thus — 

Number  of  locomotive 

Pressure 

Cylinder  diameter 


Ratio  of  pressure 1 to  1.28 

Ratio  of  cylinder  volume 1.29  to  1 


“Ports  and  port  openings  were  presumably  the  same  for  both  engines, 
and  it  is  clear  from  the  data  that  the  effect  of  supplying  cylinders  of  different 
volumes  through  ports  of  the  same  dimensions  was  so  slight  that  differences 
in  results  arising  from  this  cause,  are  hardly  measureable.  The  locomotives 
involved  were,  in  fact,  admirably  proportioned  for  the  comparative  tests  in 
which  they  were  employed.  It  appears  to  have  been  assumed,  however, 
that  two  locomotives  thus  proportioned,  when  operated  at  the  same  cut-off, 
would  develop  the  same  power;  that  for  equal  cut-offs  the  M.E.P.  would  be 
directly  proportioned  to  the  boiler  pressure,  hence  the  locomotives  would  give 
the  same  indicated  horse-power  and  the  same  pull  at  the  drawbar.  The 
results  do  not  sustain  this  assumption,  and  it  would  be  easy  to  imply  from 
them  that  in  so  far  as  they  fail  to  do  so,  there  is  failure  of  the  system  of  design 
which  is  represented  by  locomotive  No.  2846.  The  real  fact  is  that  the 
assumption,  while  a perfectly  natural  one,  is  not  well-grounded.  A correct 
interpretation  of  the  experimental  results  so  far  as  they  relate  to  cylinder  or 
drawbar  power,  merely  emphasizes  this  fact.  The  results  rightly  interpreted 
do  not  prove  the  superheating  locomotive  to  be  deficient  in  cylinder  power. 
The  reason  that  the  fundamental  assumption  with  respect  to  cylinder  power 
underlying  the  plan  of  the  tests  is  not  well-grounded  will  be  apparent  from 
the  following  considerations;  As  the  range  of  pressure,  under  which  a loco- 
motive is  worked,  is  diminished,  other  things  remaining  unchanged,  the 
indicator-cards  become  more  and  more  ‘Lean,’  that  is,  the  change  in  M.E.P. 
is  greater  than  the  change  in  initial  pressure.  Such  a result  may  be  surmised 
by  an  inspection  of  cards  given  in  Fig.  22  of  the  report;  it  would  be  better 
shown  by  plotting  any  two  cards  from  the  same  or  similar  engines  which 
represept  the  same  ciit-off  but  different  initial  pressures,  so  that  both  will 
have  the  same  total  height.  The  reason  is  to  be  found  in  the  fact  that  the 
lower  the  initial  pressure,  the  greater  the  volume  per  pound  of  steam  admitted 


2846  2860 

160  205 

25  22 


50 


and  the  slower  the  velocity  with  which  it  enters:  that  is,  there  are  two  factors 
which  operate  to  reduce  the  weight  of  steam  admitted  when  the  initial  pressure 
is  reduced. 

9.  Concerning  Test  Conditions. — It  is  obvious  from  the  discussion  of 
the  preceding  paragraph,  that  the  two  locomotives  experimented  upon,  pro- 
portioned and  operated  as  described,  could  not  develop  the  same  cylinder 
power,  that  in  the  comparison  the  low-pressure  superheating  locomotive  was 
bound  to  appear  at  a disadvantage,  and  hence  the  fact  that  the  results  actually 
show  it  to  be  less  powerful  should  not  constitute  a source  of  disappointment. 

10.  Proposed  Basis  of  Comparison. — A better  basis  for  comparison 
would  probably  have  been  had  if  the  tests  up)on  the  two  locomotives  had  been 
run  at  such  cut-off  as  would  have  resulted  in  approximately  equal  cylinder 
power  instead  of  at  equal  cut-off.  An  additional  reason  for  such  a basis  is 
to  be  found  in  the  fact  that  for  best  results  the  cut-off  should  be  lengthened 
as  the  pressure  is  reduced.  It  should  be  understood  that  this  suggestion  is 
not  offered  in  criticism  of  anything  that  has  been  done;  it  becomes  easy  to 
offer  it  after  what  has  been  done.  It  is  probable  that  an  attempt  to  bring 
power  of  No.  2846  up  to  that  of  No.  2860  would  have  developed  trouble  in 
maintaining  the  steam  supply,  but  by  so  doing  the  one  unfavorable  factor 
in  the  action  of  No.  2846  would  have  been  located  and  an  opportunity  would 
have  been  afforded  whereby  its  significance  might  have  been  judged. 

1 1 . “The  Superheater  as  a Limiting  Factor  upon  Boiler  Capacity  constitutes 
a subject  which  may  profitably  be  elaborated  from  the  results  of  the  tests. 
It  is  to  be  noted  first  that  the  degree  of  superheat  obtained  from  the  super- 
heater was  too  slight  materially  to  increase  the  amount  of  heat  delivered  by 
the  boiler.  Of  all  the  heat  delivered  to  the  branch-pipes,  the  superheater 
was  responsible  for  between  one  and  two  per  cent.  On  the  other  hand,  the 
presence  in  the  smokebox  of  the  superheater  and  baflaing  associated  with  it 
constitutes  a serious  hindrance  to  the  draft  and  operates  to  keep  down  the 
capacity  of  the  boiler.  The  extent  of  its  influence  may  be  judged  from  the 
following  values  which  are  drawn  from  the  report.” 


Draft 

Equivalent  Evaporation  Pounds  per  Hour 

Superheating  Locomotive 

Superheating  Locomotive 
Without  Superheater 

1.5 

19,600 

1.9 

21,300 

2.1 

24,000 

2.5 

26,000 

4.0 

31,300 

4.7 

40,200 

6.9 

36,500 

7.8 

39,600 

This  shows  that  without  the  superheater  a draft  of  4.7  inch  was  sufficient 
to  evaporate  more  than  40,000  pounds  of  water  an  hour,  while  with  it  a draft 
of  7.8  inch  proved  insufficient  to  evaporate  this  amount.  Herein  is  to  be 
found  the  most  serious  question  concerning  the  performance  of  locomotive 
No.  2846  which  is  raised  by  the  data  of  the  report  that  has  been  placed  before 
me  for  review. 


51 


A summary  of  my  more  important  conclusions  is  as  follows: 

(а)  That  the  low-pressure  superheating  locomotive  operates  with  sub- 
stantially the  same  economy  as  the  high  pressure  saturated-steam  locomotive. 

(б)  That  while  the  cylinder-power  and  the  drawbar  pull  developed  by 
the  low  pressure  superheating  locomotive  are  lower  than  those  developed  by 
the  high-pressure  saturated-steam  locomotive,  the  results  do  not  represent 
the  actual  relative  capacity  of  the  two  engines;  there  is,  in  fact,  no  real  evi- 
dence that  the  low-pressure  superheating  locomotive  is  deficient  in  cylinder- 
power  or  drawbar  pull  when  compared  with  the  high-pressure  saturated- 
steam  locomotive. 

(c)  The  maximum  boiler  capacity  of  the  low-pressure  superheating 
locomotive  is  below  that  of  the  high-pressure  saturated  steam  locomotive, 
and  hence  at  its  hmit  the  superheating  locomotive  is  less  powerful  than  the 
saturated  steam  locomotive,  but  the  limiting  factor  is  boiler  not  cylinder 
capacity. 

(d)  Boiler  capacity  in  the  superheating  locomotive  is  impaired  by  the 
presence  of  the  superheater  and  its  baffling  which  interferes  with  the  draft 
action. 

(e)  There  is  nothing  in  the  results  which  should  be  interpreted  as  dis- 
counting the  principle  that  low-pressure  superheated  steam  may  be  substi- 
tuted for  higher-pressure  saturated  steam,  without  loss  in  efficiency  or  power. 

(/)  The  results  justify  raising  the  question  as  to  whether  the  increase 
in  economy  obtained  from  the  use  of  the  superheater  is  worth  the  loss  in  boiler 
capacity  which  the  presence  of  the  superheater  entails.  This  is  a question 
not  of  principle,  but  one  which  concerns  the  merits  presented  by  the  design  of 
the  particular  locomotive  tested. 


Respectfully  submitted, 

W.  F.  M.  GOSS. 


50.  A large  number  of  tests  with  various  cylinder  sizes, 
piston  speeds  and  boiler  pressures  with  and  without  superheater, 
would  be  necessary  to  establish  the  fact,  “ that  low  pressure  super- 
heated steam  may  be  substituted  for  higher  pressure  satiurated 
steam  without  loss  in  efficiency  or  power”  (summary  e). 

51.  Such  an  extended  series  of  experiments  would  not  be 
justified  for  the  following  reasons: 

I.  — ^The  conclusions  quoted  above  appear  to  assume  that  all 
mechanical  difficulties  now  causing  a drop  in  pressure  between 
the  boiler  and  cylinders,  and  the  failure  of  draft  appliances  to 
fully  meet  the  needs  of  the  boiler  and  the  grate  for  burning  coal, 
can  be  overcome  with  this  form  of  superheater. 

II.  — ^The  application  of  a smokebox  superheater  has  been 
shown  here  to  have  serious  disadvantages  as  suggested  in  the 


52 


above  paragraph  and  these  tests  confirm  the  criticisms  by  Garbe* 
when  discussing  the  amount  of  superheat  obtained  by  this  type 
of  superheater,  where  he  says:  “The  blocking  up  of  the  smokebox 
and  the  tube  plate  on  the  smokebox  side  is  an  objectionable 
feature  in  superheaters  of  this  type”  * * * “ as  the  results  ob- 
tained stand  in  no  relation  to  the  extra  trouble  and  cost  involved 
in  their  adoption.” 

III.  — The  substitution  of  the  suggested  lower  boiler  pres- 
sure when  superheating  with  the  necessary  proportionally  larger 
cylinders  raises  the  question  whether  the  cylinder  performance, 
in  consumption  of  steam,  would  be  as  economical  as  with  smaller 
cylinders  and  high  pressure. 

IV.  — The  scheme  embodied  in  this  locomotive,  namely:  a 
reduction  in  the  boiler  pressure  and  an  increase  in  the  cylinder 
size,  may  be  seriously  questioned  on  account  of  the  right  of  way 
restrictions  limiting  the  spread  of  the  cylinders  and  the  serious 
increase  in  weight  of  reciprocating  parts  made  necessary  by  the 
larger  cylinders.  For  these  two  reasons,  it  hardly  seems  advisable 
to  exploit  lower  boiler  pressures  in  view  of  the  physical  restric- 
tions which  now  surround  the  locomotive  designer. 

V.  — The  lowering  of  the  boiler  pressure  when  applying  a 
superheater,  it  has  been  assumed,  would  be  justified  by  a decrease 
in  boiler  maintenance  cost.  We  have  no  figures  to  indicate  that 
there  would  be  any  gain  in  boiler  maintenance  by  such  a reduc- 
tion of  the  pressure  and  it  is  difficult  to  understand,  if  a uniform 
stress  is  applied  to  the  material  entering  into  the  construction  of 
boiler,  that  there  should  be  any  material  difference  in  cost  of  main- 
tenance, regardless  of  the  pressure,  within  certain  reasonable 
limits. 


Cyunder  Drainage  Tests. 

52.  The  tests  of  the  Baldwin  superheater  locomotive  No. 
2846  indicated  that  there  was  a considerable  loss  due  to  cylinder 
condensation,  especially  when  this  locomotive  with  large  cylinders 
was  operated  without  the  superheater  on  saturated  steam. 

53.  This  locomotive  has  cylinders  25  inches  in  diameter 
instead  of  the  regular  22  inches  of  the  H6b  class. 


* “The 'application  of  Superheated  Steam  to  Locomotives,”  by  Robert 
Garbe. 


53 


54.  It  has  been  thought  that  if  the  moisture  from  condensa- 
tion could  be  quickly  removed  from  the  bottom  of  the  cylinder, 
where  it  was  supposed  to  accumulate,  that  the  dryer  surfaces 
produced  would  decrease  the  range  of  cylinder  temperature  and 
improve  the  performance  in  water  rate. 

55.  To  try  the  effect  of  draining  the  bottom  of  the  cylinder 
during  the  whole  stroke,  the  cylinder  cocks  were  removed  and 
pipe  nipples  screwed  in.  Over  the  end  of  each  of  these  nipples  a 
pipe  cap  was  placed.  The  pipe  caps  had  holes  drilled  in  them 
for  an  outlet  to  the  atmosphere. 

56.  For  the  tests  on  locomotive  No.  2846  the  outlets  used 
were  i and  ^ inch  in  diameter,  for  the  tests  at  160  pounds 
pressure.  These  tests  were  made  at  80  revolutions  (13  miles  per 
hour)  and  a cut-off  of  40  per  cent.,  and  one  of  them  afterward 
repeated  with  a boiler  pressure  of  205  pounds. 

57.  The  results  of  the  drainage  tests  of  the  locomotive  with 
25-inch  cylinders  without  superheater,  are  shown  in  Table  VIII 
and  Figs.  28  to  30.  It  will  be  seen  that  with  the  drain  holes  in  the 
cylinders,  the  weight  of  steam  used  by  the  engine  is  not  more,  but 
considerably  less,  than  without  the  outlets  and  that  holes  as  large 
as  ^ inch  in  diameter  show  an  economy  in  steam. 

58.  At  a boiler  pressure  of  160  pounds,  about  10.5  per  cent, 
more  steam  is  used  by  the  undrained  cylinders.  This  is  for  the 
total  quantity  of  steam  used. 

59.  The  horse-power  of  the  locomotive  is  not  decreased  by 
the  openings,  and  about  12.9  per  cent,  more  steam  is  used  by  the 
undrained  cylinders  per  indicated  horse-power. 

60.  The  discharge  from  the  drain  holes  was  a white  vapor, 
evidently  water,  with  a temperature  high  enough  to  cause  it  to' 
vaporize  as  it  escaped  into  the  lower  pressure  of  the  atmosphere. 


Tests  on  H6b  Class  Locomotive  No.  2860. 

6 1 .  As  the  results  of  draining  the  large  cylinders  of  locomo- 
tive No.  2846  were  encouraging  in  showing  a considerable  saving 
in  steam,  a series  of  tests  was  made  on  saturated  steam  locomotive 
No.  2860,  a regular  H6b  class,  with  22-inch  cylinders  and  a boiler 
pressure  of  205  pounds. 


54 


62.  The  tests  were  made  with  orifices  of  six  different  sizes 
in  the  cylinders  varying  from  ^ inch  to  ^ inch  diameter.  The 
tests  were  made  at  cut-offs  of  30  and  40  per  cent,  at  80  revolutions 
per  minute  and  at  45  per  cent,  cut-off  at  100  revolutions  per  minute. 
The  same  kind  of  coal  was  used  in  all  of  the  tests  on  No.  2860  and 
the  tests  were  run  for  one  hour  at  80  revolutions  and  one-half 
hour  at  100  revolutions  per  minute.  It  was  impossible  to  make 
tests  for  one  horn*  at  100  revolutions  on  account  of  the  poor  quality 
of  the  coal.  The  results  are  shown  on  Tables  IX  to  XI  and  Figs. 
31  to  33. 

63.  While  there  is  a saving  in  steam  and  coal  by  drainage 
it  is  small.  There  is  a gradual  improvement  in  the  perfonnance 
as  the  orifices  are  increased  in  diameter  with  the  least  quantity 
of  steam  used  at  J inch  diameter. 

Conclusions  (Cylinder  Drainage), 

64.  The  conclusions  are  that  with  cylinders  proportioned 
as  in  the  standard  H6b  locomotive  the  saving  under  the  usual 
running  conditions  is  not  sufficient  to  warrant  the  placing  of 
drainage  holes  in  the  cylinders.  With  cylinders  of  larger  diameter 
as  in  locomotive  No.  2846,  the  advantage  of  drainage  is  indicated 
when  using  saturated  steam.  It  appears,  however,  as  regards 
the  best  performance  of  a locomotive  using  saturated  steam  that 
proper  means  of  cylinder  drainage  should  be  provided  if  a fair 
comparison  of  results  is  to  be  made  with  those  of  a similar  loco- 
motive using  superheated  steam. 

65.  With  the  general  use  of  high  temperature  fire  tube  super- 
heaters, cylinder  condensation  is  eliminated  and  the  question  of 
drainage  is  now  of  minor  importance. 

Conclusions  (Superheater). 

66.  The  superheat  obtained  just  about  overcomes  the  loss 
due  to  the  reduction  in  boiler  pressure  and  in  this  respect,  the 
locomotive  does  what  is  expected  of  it — it  makes  possible  the  car- 
rying of  a low  boiler  pressure  with  its  advantages  in  a decreased 
first  cost  of  boiler  and  of  boiler  maintenance.  This  refers  to  the 
engines  only,  and  they  are  found  to  be  working  efficiently.  The 
results  are  disappointing  in  one  respect  only,  that  of  output  of 
power,  and  this  is  a very  vital  defect  in  a freight  locomotive — 
lack  of  hauling  power. 


55 


67.  It  is  evident  from  a consideration  of  the  results  of  these 
tests  that  the  boiler  of  the  locomotive  is  the  principal  part  at 
fault,  and  its  poor  showing  is  probably  due  to  the  baffling  action 
of  the  superheater  in  the  smokebox,  together  with  a drop  in  the 
steam  pressure,  in  its  passage  through  the  superheater. 

68.  If  the  baffling  effect  of  this  form  of  superheater  were 
decreased  by  wider  spacing  of  the  steam  pipes,  so  that  the  gases 
could  flow  more  freely,  it  is  probable  that  the  efficiency  of  the 
superheater  would  be  much  reduced. 

69.  These  test  results  should  not  have  the  effect  of  condemning 
all  forms  of  superheaters  for  our  locomotives,  as  there  is  nothing 
in  them  that  could  be  taken  as  casting  any  doubt  on  the  advan- 
tages of  superheating  as  a principal;  they  do  show,  however,  that 
a high  degree  of  superheating  is  very  desirable  and  even  necessary 
to  obtain  sufficient  increase  in  power  to  pay  the  cost  of  the  appli- 
cation of  the  superheater. 

70.  The  defects  of  the  boiler  could  have  been  shown  more 
clearly  by  a different  method  of  testing,  but  we  believe  that  nothing 
would  be  gained  by  repeating  the  tests  of  this  locomotive  in  its 
present  condition,  as  the  results  of  the  tests  contain  sufficient 
information  to  make  clear  the  limitations  of  this  particular  design 
of  superheater. 


Recommendations. 


71.  In  view  of  our  successful  use  of  high  temperature  fire 
tube  superheaters,  our  recommendation  is  that  no  more  loco- 
motives be  equipped  with  low  temperature  smokebox  superheaters, 
as  the  baffling  action  on  the  fire  and  the  low  boiler  pressure  which 
accompany  their  use  materially  decrease  the  coal  burning  rate 
and  cause  the  locomotive  to  be  deficient  in  power. 


Approved : 

J.  T.  Walus, 

General  Supt.  Motive  Power. 

Test  Department, 

Aetoona,  Penna., 

August  12,  1913. 


C.  D.  YOUNG, 
Engineer  of  Tests. 


56 


M.  P^3#4  A-Siitli  sum 

Pennsylvania  Railroad  Company 

LOCOMOTIVE: 

TYPE 

CLASS  E6b«25  iA.Cylinder 
NUMBER  2846  AVERAGE  RESULTS  OF  LOCOMOTIVE  TESTS 

Altoona,  Pa. 


Biltimera  & Wnhiaglan  Raitraad  Company 
Northarn  Caniral  Railway  Company 
Weal  Jortay  4 Saathora  Railroad  Company 
xeex  DEPARTMENT 


Bulletin  Ho,13 
FUEL: 


SUBJECT : Cylinder  Drained. 


4-28-1909 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

NUMBER 


TEST 

DESIGNATION 


Oaralicn 

of 

Teat, 


ThrottU 

Opening, 

Fuller 

Partial 


Actual 
Cut-aff 
Per  Cant, 
H.  P. 
Cylinder! 


!)ianetei 


ou' 
ecah 


11  Pressure 
I,  In  Boiler, 


Lbs.  per 
Sq.  Inch 


Smoke  Box, 
Inches 
of  Water 


Ash  Pan. 
Inches 
of  Water 


CaloriSc 
Value 
of  Dry 
Fuel, 

B.T.U.perLb. 


CIndors 
Collectod  In 
Smoko  Box, 
Pounds 
per  Hour 


ireCsIstt  Throttle 


196  I 199 


203 


268  to  271 


21 T 


248 


238 


1318 

1332 

1333 

1334 

1326 

1335 


TEST 

NUMBER 


80-40-F 

80-40-F 

eO-40-F 

80-40-F 

80-40-F 

80-40-F 


2 

0,5 

0.5 

0.6 

2 

0,5 


13.34 


13.34 


Pull 


35.6 

36.0 

35.6 

35.0 

35.9 

35.3 


None 
L/16  in. 
1/8  •• 
P.16  in, 

None 
1/0  in, 


160.B 

161,3 

156.9 

161.1 

201.2 

201,7 


BOILER  PERFORMANCE 


ENGINEPERFOItMANCE 


Dry  Fuel 
Fired 


Dry  Fuel 


Pounds  p«r 
Sq.  Ft  of 


to  Boiler, 
Pounds 
per  Hour 


EQUIVALENT  EVAPORATION 

FROM  AND  AT  2120  F..  POUNDS 


Per 

Hour 


Per  Hour 
per  Sq.  Ft. 

Heatlnglur, 


Per 

Pound 

of 

Dry  Fuel 


Power 

(34HU.ofE.) 


Efficiency 
of  Bailor, 
Based 


Branch  Pipe, 
Pounds 
per  Sq  In. 


Branch 

Pipe 

Degrees  F. 


340 


1318 

1332 

1333 

1334 

1326 

1335 


21726 

20344 

19224 

19944 

25910 

24256 


26366 

24524 

23160 

24051 

31455 

29407 


ENGINE  1 

PERFORMANCE 

LOCOMOTIVE  PERFORMANCE 

TEST 

NUMBER 

Dry  Steam 

to 

Engines, 
Pounds 
per  Hour 

Indicated 

Horse 

Power 

Dry  Fuol 
per 

Indicated 

Horse 

PoarvHear, 

Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Drawbar 

Pull, 

Pounds 

Dynamometer 

or 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynamem. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Oynimom. 

Horse 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Locomotive, 
Per  Cent. 

Thermal 

Effidoncy 

of 

Locomotive, 
par  Cent, 
(Based on  Fuel) 

214 

are 

380 

381 

266 

383 

384 

'385 

398 

399 

1318 

1332 

21394 

20098 

812.2 

640.6 

26.34 

23.90 

19649 

20030 

698.7 

712.3 

30.62 

28.22 

6^.6 

84.7 

1333 

18991 

797,3 

23.82 

19294 

686,1 

27.68 

86.1 

1334 

19616 

809.0 

24.25 

19783 

703.5 

27.68 

87,0 

1326 

25590 

1052,3 

24.32 

25799 

917.4 

27,89 

87.2 

1335 

23963 

1050,2 

22.82 

26027 

925,5 

25.89 

68.1 

Table  VIIL 

CYLINDERS  DRAINED.  25-INCH  CYLINDER. 
Three  sizes  of  outlet  at  cylinder  cock,  saturated  steam. 


57 


Fig.  28. 

CYLINDERS  DRAINED. 

Steam  per  horse  power  with  outlets  at  bottom  of  cylinder,  25-inch  cylinders  and  saturated  steam.  Steam 
pressure  160  pounds.  Speed  m.p.h.,  cut-off  40  per  cent.  There  is  a decrease  in  the  steam  used  up  to  |-inch 
outlets. 


58 


L 

T> 

Cl 

SY 

Cj 

OCOMOTIVE : PEf 

rpE 

_Ass  No...  2046 

iEET  No 

rlii^dere  Drained^ 

mNis 

Phil,. 

JYLV 

DILTMIA 

Nc 

WUT 

»(.  P.  479  C 

ANIA  RAILROAD  COMPANY 

BALTnon  A WABBUaTOB  Raiuoas  Cokpaxt 

BTBtBM  CBXTBAL  RaTLWAT  COBrAKT 

Jbbset  * Bsaihobb  Raoboad  Coxfabt 

TEST  DEPARTMENT  BOllC 

— — ._..  ..  . Altoo 

tin  No 

NA.  PA..i 

t 1 1 

19-lS 

13 

^•20> 

•W— 

•n 

fi.?w 

w 

Trn 

•:-4 

n — 

T 

44 

^ 

l-y 

} 

ft  ft 

rnTpr 

liilJr. 

11 

;]4i. 

[TnTOTlJJ 

mmiu 

ttri 

lEJE  5 

-,7; 

III 

m 

11 

ii 

lill 

i 

1 i 

i;  1 

•V, 

1 

J 

JI 

T-r 

411 

kiift 

iUt  \ 

ii  tl"  'i: 

Ift 

is 

ftft 

' 4 i 

E 

Sft: 

ikl 

yji 

1 1 . 

'1 

1 

ft  4 

mi  ftiT 

ill 

i lip- 

pi 

Ii 

ftp 

I ' 

im;:; 

■ffg 

till 

Hm 

2 

1 

% 

4.1- 

ISTT 

^141  1: 

i+TTr 

yy 

y: 

te 

y-ftil 

ii 

ftr 

Hi 

[:|:j 

mB 

ftft 

i 

|g{: 

J fl 

ill 

"I 

!4; 

if 

HP 

Iff 

[ft 

iff 

Ipl 

ifil 

ilfti 

4 f 1 " 

1 

■iff' 

iii 

1 

T, 

Wi 

ft] 

i 

ft  ft 

;li  ‘ Lii  y 

i; : m I: 

itif 

fti: 

ft  ft 

S: 

llf  P 

■ 1 

’i-ji 

h!: 

n r 

i 

irr 

U 

IT 

r 

. -j 

it" 

r 

44 

Jl.  ii] 

iaO 

ii 

ftp 

ft  i 

i|l 

i 

pS 

ftli 

pi 

lij 

IP 

PH 

Plri 

Ij! 

I'll 

1 

1 

ii 

If 

-ft 

. ..-I- 

ii 

i 

i 

i 

j 

■“'j 

■ , { ’'■  '■ 

■'N  j 

- 

- 

ft! 

‘ -il 

m 

ftp 

ii 

■ 

It 

1 

P 

a 

p 

1 

i 

i; 

i 

TP 

i 

& 

M 

ii 

Pt'^ 

4; 

tuT 

44  ft 
ft  ft 

IFt 

il 

ill 

r'i'lfi'i 

jl 

ii 

HJil 

IP 

Pill 

11 

iillif'S 

ii 

ffiii 

m 

li 

-fill-' 

f 

.if 

1 

I 

it 

j'Ti 

4 

-4 

iiUJ 

if  Si, 

TiTh]] 

X 

i- 

t 

..:l 

ft  ft 

ttT+  TTTT 

ft  ij 

Si 

4 4i  ijj 

1 

9 1::: 

p !!:!! 
1^01 
PI 

P 

PP 

ill 

ilPI 

silliilil 

9 jj 

nil 

HI 

Ii 

lill 

PP 

if 

HIP 

PP 

jllilHilr 

HIP 

Hi 

iii 

ii 

|r,., 

^ In 

? 

?:L1 

® 

i 

1 

3 

41 

1 

4: 

M 

ti ! || 

III 

mi 

ii 

ii 

IP 

■ 

nil 

m\ 

1 

III 

Kli:^ 

:i 

mm 

llPii 

>4j!M 

V 

5 

i 

■y 

1 

p'^ 

> ■ 1.  ■! 

4ir-l 

1 

1 

P 

ftj-  ft 

is 

II 

in 

HH  ie 

sss^as 

IIP 

1 ill 

m 

lilll 

IP! 

:s:::ks. 

ii :[ 

' 

IIP 

rill 

Mlii 

II 

pfr 

■ ir- 

Ii 

y* 

lilU 

-1 

^445 

'<•% 

pifh 

fe 

ii 

ii 

ii 

||1| 

II 

|i| 

‘r:9:::9 

111 

iiiiyill 

lill  iiii 

ii; 

9 ‘ 

1H1*S 

::  99 

8K  SK  Slsslsi 

|H  9 i lilllj: 

W 

ill 

i 

jl 

1 

rnr 

[ly 

i 

litlil 

I 

ill 

Ii 

i 

I 

■ 

fff 

m 

111 

1 

H[jp 

H II 

111 

IP 

m 

1^10 

t 

„ 

Inr^ 

irii 

llliirilillil 

jS:',;' 

■1 

i 

1 

ii 

Hi 

ft 

mW 

1-  fty 

ill 

1 Hi 

IP 

iii 

i,  .9 

ill: 

Jlii 

{sli' 

m 

ii 

1 

iu+ 

im  ili- 

IS  Slip 

JS 

fH' 

Ji: 

ft  ' ! 

mH 

By 

itti 

i'8 

■ 

» 

i'ft 

+m  T f 

liiHsn 

Ii 

l]|]p 

IPIPtlPl 

Iff 

|| 

!l 

I 

m 

|K;t 

Ii 

p ljf[  j] 

1 

I 

1 

i 

Sm 

M 

m 

hmISI 

ill! 

f 9 *:j 

!||!| 

i:|| 

tmi:! 

HIP 

999::::;.. 

"sPhb 

:::  iglHIit:: 

99.  : 99:999::: 
:::  : ::11::::: 

ei:: 

llll 

::si 

lill 

m::: 

ii 

i 1 

iimiii 

ftpl 

ft  ft 

k 

ii" 

9i9U;ii 

wmii 

8 tojl 

§M 

ftfi 

9::::t:::::9:: 

IIIIHII 

t::  : 

ii  UHliiii 

III  j l 

li 

m 

ip 

wwi 

Is 

1 

1 

ijit! 

lift! 

Ifill 

ii" 

fS 

ipi 

ft  1 

11 

ftll 

H iiii 

I 

III 

ill 

lill 

li:  ::ii 

1 

i 

B 

ii 

ip 

iii 

|: 

1 

|i 

fm 

1 tg  ■: 

9"9!9:*a 

ii 

Hh 

9E:i  :::: 

Ii  HL 

SI 

H Mil 

H Mil 

ill 

11 

I 

1 

B 

K :» ira* 

Xi.iilU  ; 

lyi 

Hi!" 

P 

ifid 

hKB 

h IS 
fS  j 

liri 

>999 

ttiijgg 

■i  '“'ii  S 

iiiuilillg 

9:::{ 

! 

[fihl 

1 

jfti 

m 

1 IHSj 

%l 

9:::  c::: 

HI  iiii 
»:  iiu 

pilHfJll 

yyiii 

nil  iiili  ill 

1 

I 

lill. 

I 

I 

Ill 

lill 

lllk 

•!:» 

ly  iiii 

ii  i 

ill  Hi 

5 

iilllli  i 

llijili 

::::i!9 

1 

Mi 

I lill 

i 

11 

III 

:;n 

i 

9 

1*1 

j 1 

: 9 

II 

9~! 

lliil 

IIPII 

lllii 

1 

1 

mm 

ill 

iinimig 

1 

i 

11! 

hPHI 

liiliii 

ijll 

iyi*i 

•i!il 

iL  Hi 

lyihi 

IMiil 

HPIL 

iHI  II 

ill. 

Pili 

:::9::::  r: 
::: 

ill  1 

PI  1 

HM  HI  1 

9.' 

::::9  :;ii:  ::: 

»•:!  Hlihllj 

If::!  ISliRlI: 

1 

1 

IdL 

M 

:::: 

III 

ill 

nil 

I 

1 

|||4  |!: 

u::::::: 

n-ii-Ur 

•in! 

KMii  :: 

::::::  :* 

::;:::::9 

9!!;!!:;: 

1 1 1” 

i ! !::i 

iiili 

1 

1 

inlli 

iiiRe.! 

ii 

|uK|99i: 

InutKli 

illlllli 

illllll 

lill 

tgnfRtgh 

lllili 

iiiiiiiill! 

Illiiilllll 

1 

1 

* 

1 

1 

I 

Ii 

Pi 

Fig.  29. 

CYLINDERS  DRAINED. 

Steam  per  horse  power  with  outlets  at  bottom  of  cylinder.  25-ir»ch  cylinders  and  saturated  steam. 
Pressure  160  pounds. 


59 


i 1 

If  u n 


Bnlletin  No.  13 


QXl.|n4«r.s  Altoona.  Pa...4-28-.1909 


rffiPil 

11 

fiP 

fl 

SI 

lixiuiip. 

Spin 

SHi 

:ti  ill! 

TTTr 

Jl, 

si* 

fj 

1 

li 

it 

i 

if  tnr 

Pfl 

if 

il-  1 

tE3S 

BBijt 

te 

ml 

rUf  •*'T  T 

■Mm: 

iliT 

ilil 

, , 1 \i~  i!  ' 

' 1 '[  1 . ' ; 
li'JiiilMiS 

Wm 

rPr 

Tnplii 

rfiti 

M 

i 

ili 

J 

pi 

Siiii 

Sip 

[PS 

1 

1 

ffi  11 

it  1 

III 

lift 

ill 

M 

K P 

i||p|: 

i 

i4fel 

ll 

1 

lSi| 

li 

iii 

sill 

h|  I 

mm 

plj 

III 

Sill 

ilii 

ii 

■*h:: 

Hll 

ilil 

wmm 

:i|| 

1 i 

i B 

miPi  Jl 

if  tit 

Mi 

f 1 mmP 

mIi 

;ii 

1 

wm 

nil 

i' 

i'ppBii 

Bit 

Ifi 

lii 

li 

ijjf  iij- 

Bikp 

it 

1 pppffi 

IPiliMIllMIIWlfflIllliPll 

il 

il 

1 jiS 

ill 

: i 

fr  1 

i It  B 

n 

8 i pMpI 

P|l 

1 

1 

1 

M 

Pi 

11 

11 1 

Ip 

1 

iiiii 

1 

iff 

ill 

I i I'M 

j :::| 

pi:  1 

it 

il  M B M l^lip 

1 

1 

1 

1 1: 

U] 

l| 

II 

^ffil 

i 

l||l 

ii 

i||■|■ 

H 

11 

MM 

1 M 

P|:  |: 

Pi 

pPpplj 

:|  : 

B 

:|i 

1 1 

111 

Wmm 

im^ 

lippjl 

ffll  ^ 

; 1 ii  ffl  B 

;i 

1 IB 

ilil 

|;::;E  il 

f 

it 

iiiill  8 f 

l!!! 

ppjtt 

fi  ii  IB  ftiiffiiii  P PPilii 

1 [: 

ipi 

1 PI 

i-::  i 

■ 

1 ;|:ppS 

pit:: 

: Ik  P iffliPli  P ijmllmP 

i ' 

; i: 

S 

1 - ffi 

pBl 

HiiiiHrijiii 

ii  i 

:[  iliimiP! 

S M M MjjPli  p Biijimtt 

r 

J|i 

:|i| 

pill 

PI 

Ilil  lllll 

li 

m iirimilili 

!■ 

II 

■1 ' 



m 

H 

::::::: 

:::» 

m iiiii 

list: 

ii  i 

::  s 

I? 

Ii  ilil  illiiliiilill- 

Ii  mmimmus 

•lllliill 

III  III 

“Iv 

IliliiliiiHIliiliiliiHllilliiiili  iHiHi 

1 

j| 

II 

ImI  H 

11 

ilsKiRHiRi 

•[iSIEI  E»|l 

; ■■■ 

E:i: 

:k  : 

Ct 

::  :u  iiislESstiiS: 

••Ilil" 

888  ull 

m ;n 

lE  EiiEIEi:: 

y|jlpiii:|jjiijyiiiHiiiiiyj|^ 

miBiHHimiiimmiim  iNmmii 

1 B 

IB 

fiiiiii  i 1 

1 

lllliill 

mi -Hi 

" ihiimimi 

iiiim 

Ll  nTrll 

• • • T - • • i 

§ f B 

tl'trltt  ittl 

1:  inmH:: 

tnifllTtf 

PI  :: 

B tffi 

: ; : p : : J : : : : : : 

5 • J 

S‘  Si 

wl'H.  EHEhiii: 

mmnTT: 

f:;ii:  : il 

f iii 

P-PP 

linilil  ; 

'’|p»iiimmi< 

mwM 

pyppppijipipiiijipii-Hp 

'MM 

p;ii|  i| 

1 M 

IISIu 

: ::::::rk 

: ; 

liii  III  liiiijmmmimmmriimi 

■ 1 

imM 

[i| 

1 

IIIHIl 

lilSHU:  H. 

SSRSSZSK  s: 

mum  1 

! . 

iiiii 

•S':;::  ::::ir:;:::::::::;::;:::l;  1 1::;; 

iiiiiii  iiHiimimmiiimmim  iimi 

1 

l"i 

1 

II 

Il 

wAi 

SB 

: 1! 

:j 

: : : 

iiiii:;  H IlliHII 

»i  »! : ; HlihiHt 

lllliill 

iiiliiiiii 

«f|:|:  1 :::  :|:.;.'j:;:Lf:||||[:ii[|||||  1 1:::: 

Fig.  30. 

CYLINDERS  DRAINED. 

Steam  per  horse  power.  Steam  pressure  205  pounds. 


LOCOMOTIVE ; 
TYPE 

.E6\. — No. 


SHEET  No. 


.M.59. 


M.  P. 

PENNSYLVANIA  RAILROAD  COMPANY 

PHILADS1.PH1A,  BALTiaOM  A W.iaulttTOK  RAOaOAD  COMrUIT 
NoBTBtBa  Cbutbai.  R.C.WAT  Coar.BT 
..28^fil  Wb>t  Jsiubt  a SB.aBOBB  iUlLJU>*U  ComtabT 

TEST  DEPARTMENT 


60 


M.  P.  3ft4 

> \ J f*  . 

LOCOMOTIVE: 
type  2-6-0 
CLASS  HSb 
NUMBER  2860 


Pennsylvania  Railroad  Company 

Philadelphia,  Ballimera  & Waahiagtoa  Railroad  Company 
Northarn  Central  Railway  Company 
Weal  Jortay  & Seathora  Railroad  Company 
XEST  DEPARTMENT 


n-pio 

Bulletin  No,13 

FUEL : J[8mi8Qn 
Coal 


Average  Results  of  Locomotive  Tests 


SUBJECT : Cylinder  Drained. 


Altoona,  Pa.,  6-8-1909 


TEST 

NUMBER 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

DESIGNATION 


Dvralion 

of 

Too;, 


Milos 

per 

Hour 


Throttlo 
Optning, 
Fall  or 
Partial 


Actual 
Cut-off 
Per  Cent, 
H.  P. 
Cylinderi 


Size 

of 

Orifice 


Preswro 
In  Boiler, 
Lba.  per 
Sq.  Inch 


Smoke  Sox, 
Inches 
of  Water 


Draft 

In 

Ash  Pan, 
Inch  at 
of  Water 


Calorific 
Value 
of  Dry 
Fuel, 

B.T.U.perLb. 


Cinders 
Collected  in 
Smoke  Box, 
Pounds 


A.  f. «.  Cal-oll  1 


196 


199 


268  to  271 


217 


222 


225 


248 


1200.306 

1200.307 
1200.306 

1200.309 

1200.310 

1200.311 


80-30-F 

80-30-F 

80-30-F 

80-30-F 

80-30-F 

eO-30-F 


1.0 

1.0 

1.0 

1,0 

1.0 

1.0 


13.00 

13.00 

13.00 

13.00 

1.3.00 

13.00 


Full 


31.1 

30,9 

32.0 
30.8 

31.0 
31.5 


1/32 

1/16 

1/8 

3/16 

1/4 

5/16 


204.4 

204.0 
203.7 
203.9 

204.1 

201.4 


2.5 

2.5 

2.5 

2.4 

2.3 

2.3 


0.1 

0.1 

0.1 

0.1 

0.1 

0.1 


13920 

13920 

13920 

13920 

13920 

13920 


BOILER  PERFORMANCE 


EN6HIE  PE  FOBMAMCE 


TEST 

NUMBER 


Dry  Fuel 
Fired 
per  Hoar, 
Pounds 


Dry  Fuel 
per  Hour. 
Pounds  per 
Sq.  Ft.  of 
Grate 


Water 
Delivered 
to  Boiler, 
Paunds 


EQUIVALENT  EVAPORATION 
FROM  AND  AT  212®  F.,  POUNDS 


Per  Hour 
per  Sq.  Ft. 

of  Fire 
Heatinir  Sur. 


Per 

Pound 

of 

Dry  Fuel 


Horse 

Power 

OAKU.ofE.) 


Efficiency 
of  Boiler, 
Based 


Pressure 

Id 

Branch  Pipe, 
Pounds 
p»r  Sq.  In. 


Superheat 


Pip. 

Degrees  F. 


338 


339 


340 


349 


350 


1200.306 

1200.307 

1200.308 

1200.309 

1200.310 

1200.311 


2478 

2479 
2383 
2322 
2289 
2339 


50.93 

50.95 

48.97 

47.72 

47.04 

48,07 


19688 

19608 

19608 

19266 

19438 

19243 


23640 

23584 

23596 

23186 

23412 

23150 


9.44 

9.41 

9.42 
9.26 
9.35 
9.24 


9.54 

9.51 

9.90 
9.99 

10.23 

9.90 


685.2 

683.6 
683,9 
672.1 

678.6 
671.0 


66.19 

65.98 

68.69 
69.31 
70,96 

66.69 


TEST 

NUMBER 

E 

NGINE  1 

PERFORMANCE 

LOCOMOTIVE  PERFORMA 

NCE 

SSB 

Dry  Sloam 
to 

Engines, 
Pounds 
per  Hour 

Indicated 

Hone 

Power 

Dry  Fuel 
per 

Indicated 

Hone 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Indicated 

Horse 

Power  Hoar, 
Pounds 

Dnwbar 

Pull, 

Pounds 

Dynamemotor 

or 

Drawbar 

Hone 

Power 

Dry  Fuel 
per 

Dynamom. 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 

per 

Dynamom. 

Hone 

Power  Hour, 
Pounds 

Machine 

Efficiency 

of 

Locomotlvo, 
Per  Cent. 

Therninl 

Efficiency 

of 

LecomeUvo, 
per  Cent, 
(BaaedonFvell 

214 

379 

380 

381 

266 

383 

384 

386 

398 

399 

1200.306 

1200.307 

1200.308 

1200.309 

1200.310 

1200.311 

19351 

19190 

19283 

18996 

19101 

18957 

808.9 

819.2 

821.8 

810.0 

020,7 

806.9 

3.03 

2.90 

2.87 

2.79 

2.90 

23,92 

23.43 

23.46 

23.45 

23,27 

23.49 

20bbb 

21068 

21032 

20514 

20784 

20336 

“73371 

751.4 

750.1 
731.6 

741.2 

725.3 

3.38 

3,30 

3,10 

3.17 

3.09 

3.22 

2b.4U 

25.54 

25.71 

26.97 

25.77 

26,14 

96.8 

91.7 

91.3 

90.3 

90.3 

89.9 

“5741 

5.54 

5.75 

5,77 

5.92 

5.66 

Table  IX. 

CYLINDERS  DRAINED. 

H6b  locomotive,  22-inch  cylinders  with  outlets  at  cylinder  cocks.  13  miles  per  hour. 


61 


VU  P.  8e«  A-Slilli  ll■«.ln 

Pennsylvania  Railroad  Company  suiietm  ko  is 

LOCOMOTIVE  ■ PhiU4»lphi«,  Billimor*  & Wnhiii|t«ii  Railrotd  Campan|r  • 

Norlhern  Caniral  Railway  Campany 

TYPE  2-8—0  Waal  Jaraay  & Saaahara  Railraad  Campaay  FUEL  I aJOalSOn 

CLASS  H6b  XES-r  DERARXMENT  COal 

NUMBER  2660  Average  Results  of  Locomotive  Tests 

SUBJECT  ; Cylinder  Drained.  Altoona,  Pa.,  6-6-1909 

TEST 

NUMBER 

RUNNING  CONDITIONS  | 

1 BOILER  PERFORMANCE 

TEST 

DESIGNATION 

Duration 

of 

Teal, 

Hours 

ailes 

pet 

Hour 

Throttle 
Opening, 
Full  or 
Partial 

Actual 

Cul-aff 

Per  Cent., 

H.  P. 

Cylinders  I 

Size  1 

Of 

Irifice  1 

Pressure 

1 In  Boiler, 
j|  Lbs.  per 
||  Sq.  Inch 

0.-:»t 

In 

Smoke  Bea, 
IncLos 
of  Water 

Drift 

In 

Ash  Pen. 
Inches 
of  Water 

CalorlAc 
Value 
ef  Dry 

Fuel, 

8.T.  U.perU. 

Cinders 
Collacted  In 
Smoke  Bea, 
Pounds 
per  Hour 

1. 1.  a.  Cal  alf  Tluatlla 

196 

199 

203 

268  la  2?l 

1!  2’"^  i 

1 222  1 

226  1 

248 

238 

1200.300 

1200.301 

1200.302 

1200.303 

1200.304 

1200.305 

80-40-F 
80-40-F 
eo-40-p 
80-40-F 
80-40- P 
80-40-F 

1.0 

1.0 

1.0 

1.0 

1.0 

1.0 

13.00 

13.00 

13.00 

13.00 

13.00 
13.00 

Pull 

If 

t» 

• t 

M 

II 

38.7 

40.1 
39.6 
38.9 
38.0 

39.2 

l/321n, 
1/16  " 
1/6  •• 
3/16  " 
1/4  •• 

5/16  •• 

204.7 

204.6 
203.9 

203.6 
204.3 
205.0 

3.5 

3.4 

3.5 
3.3 

3.3 

3.4 

0.1 

0.1 

0.2 

0.1 

0.1 

0.1 

13920 

13920 

13920 

13920 

13920 

13920 

TEST 

NUMBER 

BOILER  PERFORM 

lANCE 

EII6IIIE  PERFORMANCE 

Drjf  Fuel 
fired 
per  Haur, 
Pounds 

Dry  Fuel 
per  Hour, 
Pounds  per 
Sq.  FI.  of 
Grata 

Wator 
Delivered 
to  Boiler, 
Pounds 
per  Hour 

equivalent  evaporation 

FROM  AND  AT  2l2o  F..  POUNDS 

Boiler 

Horse 

Power 

(34SU.ofE.) 

Efficiency 
of  Boiler, 
Based 
on 

Fuel 

Pratiur* 

In 

Branch  Pipe, 
Peundi 
perSq  In. 

Superheat 

in 

Branch 

Pipe 

Degrees  F. 

Per 

Hour 

Per  Haur 
per  Sq.  Ft. 

of  fire 
Heatinq  Sur. 

Per 

Pound 

of 

Dry  Fuel 

338 

339 

340 

344 

345 

347 

349 

360 

II 

220 

230 

1200.300 

1200.301 

1200.302 

1200.303 

1200.304 

1200.305 

3331 

3220 

3302 

3211 

3080 

3062 

68.46 

66.17 

67,86 

65.99 

63.30 

62,93 

23810 

24020 

23670 

23330 

23475 

23600 

28622 

28921 

28521 

28100 

28274 

28427 

11.42 

11.54 

11.38 

11.22 

11.29 

11.35 

8.59 

8.98 

6.64 

8.75 

9.18 

9.28 

829.6 
830.3 

826.7 

814.5 

819.5 
824.0 

59.60 

62.31 

59,95 

60.71 

63.69 

64.39 

TEST 

NUMBER 

ENGINE  PERFORMANCE 

LOCOMOTIVE  PERFORMANCE 

Dry  Steam 
to 

Engintt, 
Pounds 
per  Hour 

Indicated 

Horse 

Power 

Day  Fuel 
per 

Indicated 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

ladicaled 

Horse 

Power  Hour, 
Pounds 

Drawbar 

Pull, 

Pounds 

Oynanomeier 

or 

Drawbar 

Horse 

Power 

Dry  Fuel 
per 

Dynimem, 

Horse 

Power  Hour, 
Pounds 

Dry  Steam 
per 

Dynimom. 

Horse 

Power  Hour 
Pounds 

Machine 

Efficiency 

of 

Loeomotlva, 

‘ Pof  Cent. 

Thereitl 

Efficiency 

of 

Lecomotlye, 
per  Cent, 
(Bated on  Fuel) 

214 

379 

380 

381 

266 

383 

384 

365 

398 

399 

1200.S0C 

1200.301 

1200.302 
1200,302 
1200.304 
1200.30! 

23493 

23639 

23354 

23048 

23191 

23302 

967.2 

976.2 

971.2 
959.5 
972.0 
969.7 

3.44 

3.30 

3.40 

3.35 

3.17 

3.16 

24.29 

24.22 

24.05 

24.02 
23.86 

24.03 

24821 

25051 

24556 

24484 

24979 

24900 

860.4 

866.4 
851.2 

848.7 

865.8 
863.1 

5.87 

3.71 

3.88 
3.78 
3.56 
3.55 

27.30 

27.22 

27.44 

27.16 

26,78 

27,00 

1 89.0 

89.0 
87.6 

i 88.5 

89.1 
' 89.0 

4.72 

4.93 

4.71 

4.84 

5.14 

5.15 

Table  X. 

CYLINDERS  DRAINED. 

H6b  locomotive,  22-inch  cylinders  with  drainage  outlets  in  cylinders.  13  miles  per  hour. 


62 


M.  P.  8g«  A-8l»th  Sheet 
* X lo>4 

LOCOMOTIVE : 

TYPE  2-6-4) 
CLASS  H61)  .. 
NUMBER  2060. 


Pennsylvania  Railroad  Company 

PhileSelphie,  Baltimore  * Waahhigtoa  RhilraaS  Campaair 
Nerlhani  Caalral  Railway  Caeapaay 
Waal  Jaraay  & Saaakora  RailraaS  Campaay 
TEST  OERARTMENT 


Bolletia  90.13 
FUEL:. 


Coal 


Average  Results  of  Locomotive  Tests 

SUBJECT  : Cylinder  Draineda  Altoona,  Pa., 


6-8-1909 


TEST 

NUMBER 


RUNNING  CONDITIONS 


BOILER  PERFORMANCE 


TEST 

DESIGNATION 


Duration 

of 

Teat. 


Opaniag, 
fall  or 


Actual 
Cut-off 
ParCoiit, 
H.  P. 


Size 

of 

>rifice| 


Presturo 
In  Boiler, 
Lbi.  per 
Sq.  Inch 


0.-sft 

hi 

Smoko  Bo>, 
Inchci 
of  Water 


Draft 

in 

Ath  Pan. 
inchoi 
of  Water 


CaloriSc 
Value 
of  Dry 
Fool, 

B.T.  U.porlb. 


Cindera 
Colloctod  in 
Smoke  Box, 
Pounds 
par  Hour 


I.  P.  E Cut-off  Throttti 


199 


217  j 222 


226 


246 


2se 


1200.312 

1200.313 

1200.314 

1200.315 

1200.316 

1200.317 


TEST 

NUMBER 


100-45-P 
100-4 5-F 
100-45-P 
100-45-P 
100-45-F 
100-4 5-F 


0.5 

0.5 

0.5 

0.6 

0.6 

0.5 


16.25 

16.25 

16.25 

16.26 
16.25 
16.25 


Ftxll 


45.0 

45.1 
45.1 
45.4 
44.6 
45,0 


L/32  ini 
1/16 

1/8 
5/16 
1/4  •• 
/16  "j 


204.6 

203.0 

201.3 

202.0 

198,0 

193.3 


5.4 

5.7 

5.7 

5.4 

5.3 

5,0 


0.2 

0.2 

0.2 

0.2 

0.2 

0.2 


BOILER  PERFORMANCE 


Dry  Fuel 
Fired 
per  Hour, 
Pounds 


Dry  Fuel 
per  Hour. 
Pounds  per 
Sq.  Ft.  of 
Grate 


Walw 
Delivered 
to  Boiler, 


EQUIVALENT  EVAPORATION 
FROM  ANO  AT  212®  F..  POUNDS 


Per  Hour 
per  Sq.  Ft 

Heal^'lur. 


Power 

OAHU,  of  E.) 


EEclency 
of  Boiler, 
Basmi 


ElieiNE  PE  FORMANGE 


Branch  Pipe, 
Paundi 
par  Sq  In. 


Superheat 

In 

Branch 

Pipe 

DtgrcM  F. 


339 


340 


345 


349 


230 


1200.312 

1200.313 

1200.314 
1200. 31£ 

1200.316 

1200.317 


31772 

31492 

31442 

31312 

30602 

30108 


38165 

37801 

37827 

37707 

36838 

36225 


15.23 

15.12 

15.10 

15.05 

14.70 

14.46 


1106.3 

1098.0 
1095.6 

1093.0 
1067,8 

1050.0 


TEST 

NUMBER 


ENGINE  PERFORMANCE 


Dry  Steam 
to 

Engines, 
Pounds 
per  Hour 


Dry  Fuel  Dry  Steam 


Indicated 

Horse 

Power  Hour, 
Pounds 


Power  Hour, 
Pounds 


LOCOMOTIVE  PERFORMANCE 


Pull, 

Pounds 


Drawbar 

Horse 

Power 


Dry  Fuel 
per 


Horse 

Power  Hour, 
Pounds 


Dry  Steam 
per 

Dynamom. 

Herse 

Power  Hour, 
..P.gj.'r^L. 


Machine 

Efficiency 

of 

Lecemellve, 
Per  Cent. 


Effidency 

of 

Locomotive, 

perCenL, 

(BaiodonFuell 


214 


3T9 


380 


266 


3B3 


366 


398 


399 


1200.31;: 

1200.313 

1200.314 

1200.315 

1200.316 

1200.317 


31306 

31089 

31006 

30933 

30232 

29744 


1259.1 

1259.8 
1256,4 

1245.9 
1226.6 

1191.9 


24.86 

24.68 

24.66 

24.83 

24.65 

24.96 


25638 

25801 

25637 

25537 

25336 

24735 


1110.9 

1118.0 

1110.9 

1106.5 

1097.8 

1071.8 


28.18 

27.81 

27.91 

27.96 

27,54 

27.75 


68.2 

88.7 

68.4 

80.8 

89.5 
89.9 


Table  XI. 

H6b  locomotive,  22-inch  cylinders  with  drainage  outlets.  16  miles  per  hour. 


63 


M.  P.  4»C 


I » 


LOCOMOTIVE : PENNSYLVANIA  RAILROAD  COMPANY 

Pbu^osltbu,  Bu.TiaoRi  A.  WuvnfeTON  Railroad  CoarAar 

TYr'E...£mn^ NOBTaEBM  C»»T«Ai.  Hailwat  CoarAur 

CLASS  AftP. No....MjHQL  Wht  Jiuit  A Hsaamobi  EAnaoAU  Couamt 

TEST  DEPARTMENT  BolletitlNO 13 

SHEET  No«_.F-fi.6lQ 

ClyllndBra..l)]nUAed« Altoona.  Pa..„ 


Fig.  31. 

CYLINDERS  DRAINED. 

Speed  13  m.p.h.,  Cut-off  30  per  cent  The  steam  rate  decreases  as  the  outlet  is  enlarged  up  to  J inch. 


64 


M.  p.  me 

IjOCOMOTIVE:  PENNSYLVANIA  RAILROAD  COMPANY 

TYPE  2"6»»Q  PnLASBLniA,  Butimobb  h WAanaaToa  Sailbobb  Comtmiv 

no£/\  CBBTmAi.  Hailwat  CoBPAirr 

CLASS  ...SpJ?. NO.-SSSSL  WB»r  Jbmt  B asAiaosa  lUnjtoAO  Oowabt 

TEST  DEPARTMENT 

SHEET  No ...f-iSol*. 

CyliaAers  


- «»PH 

M-u-n 

Bolletin  NO...JLS 

Altoona.  Pa., 


Fig.  32. 

CYLINDERS  DRAINED. 

Speed  13  m.p.h.,  cut-off  40  per  cent  Tests  at  a longer  cut-off  than  in  Fig,  31. 


65 


Fig.  33. 

CYLINDERS  DRAINED. 

Speed  1 6 m.  p.  h.,  cut-off  45  per  cent.  Tests  at  a higher  speed  than  in  Figs.  31  and  32. 


66 


M.  P.  se4A 
xxWJ* 

Pennsylvania  Railroad  Company 

LOCOMOTIVE: 

TYPE  2-8-0 

CLASS fifilfe  

NUMBER  2846  Average  Results  of  Locomotive  Tests 
SUBJECT:  ^i^ebox  Superheater  Altoona,  Pa., 


Philadalphit,  Baltimore  A Waahinotaa  Railroad  Oamaami 
Norlharn  Central  Rallwagr  Comoaiqr 
Wetl  Jertay  A,  Saashore  Railroad  Company 
TTCST  oe:P>ARXIS/IE:(MX 


Bulletin  Hb.lS 

test  nos.,  1301 

to  1331 


DRIVING  Wheels 

1 

Number  of  Pairs  4 - 

2 

Approx.  Diameter,  inches 56 — 

74 

Engine  Truck  Wheels 

76 

14 

16 

TRAILING  Wheels 

78 

16 

Diameter,  inches « 

80 

Wheel  Base,  Feet 

17 

Driving  Wheel  Base 16.25  -- 

82 

te 

Total  Wheel  Base - 

83 

64 

•• 

WEIGHT  OF  ENGINE  WITH  WATER  | 

AT  20.  GAGE  OOCK  AND  NORMAL  | 

FIRE.  POUNDS  1 

86 

20 

AnTnirk 

86 

21 

• lit  Drivers 

22 

n 2d  * — ' 

90 

23 

“3d  * 

94 

24 

“ 4th  ‘ 

26 

“ 5th  “ — 

98 

26 

“ Trailers sa=* — 

102 

27 

Total 

26 

“ on  Drivers  — 

113 

Cylinders 

114 

Diam.  and  Stroke,  H P_ 25.^^ 

“ “ “ L.P — 

116 

clearance  in  per  CENT.  CF  PISTON 

lie 

DISPLACEMENT 

40 

H.  P.  Right,  Head  End 10 

118 

41 

• “ Crank  “ 11 — 

42 

• Left,  Head  “ . 12 

119 

43 

“ ' Crank  “ U— 

124 

44 

L.  P.  Right,  Head  “ J T 

46 

* “ Crank  “ ** 

126 

46 

“ Left,  Head  “ -a* 

126 

47 

* “ Crank  “ 

128 

RECEIVER,  Cubic  Feet 

48 

Vnliime  Right  Side 

I 132 

43 

• IpP  ••  ... 

133 

Steam  ports.  Inches 

137 

60 

N,  P,  Admlttinn,  length  a 

6 1 

“ “ Width  s 

58 

L.  P.  “ Length • 

144 

59 

“ “ Width.  • _ 

146 

66 

H.  P.  Exhaust,  Length  Ho  

146 

67 

“ ' Width  ” 

70 

L.  P.  “ Length •• 

7 1 

“ “ Width  , , A 

Piston  Rods,  Diameter 

INCHES 

High  Pressure  — _ — S^SS_ 

Low  * **._ 


Tail  rods,  Diameter, 
inches 

High  Pressure 

Low 


Per  Cent.  Balanced. 

Type  of  Valve  WntinnWalSOhertB 
Greatest  valve  travel 

High  Pressure,  inches &a.7.6 

Low 

Steam  Lap  cf  valve 
High  Pressure,  inches 
Low 

1 

High  Pressure,  inches 
Low  • 

BOILER 

TyppBelpairi 

Outside  Diam.  Ist  Bin] 

Number 

Outside  Diam.,  inchei 
Pitch 

Length  Between  Tube 
Sheets,  inches. 

Total  Fire  Area,  sq.  ft 
Boiler  Pressure,  pounds 

Superheater 

Number  of  Tubes 

Outside  Diam.  * inches. 

Length  of 

Firebox,  inside.  Inches 

Length llBa.3_ 

Width 

Air  Inlets  to  Ashpan, 

sq.  ft 

Grates 

Type  Rooking  Finger  

Grate  Area,  sq.  ft. 

Area  of  bead  Grates £L 


336 


JU26- 


65.0 


Heating  surface, 
SOUARE  feet 


164 

Of  the  Tubes,  Water  Side 

2673.7 

166 

“ “ • Fire  “ 

2339.2 

166 

“ “ Firebox,  “ 

166.1 

167 

“ * Superh’r,  “ 

369.0 

*158 

Total.  Based  on  “ 

2595a3_ 

169 

a .... 

of  Firebox  and 

Water  Side  of  Tubes 

2889.7 

BOILER  VOLUME 

WITH  WATER  SURFACE  AT  LEVEL 

OF  20  OAaC  COOK 

160 

Water  Space,  cu.  ft. 

350 

161 

Steam  “ “ “ 

ai_ 

Exhaust  nozzle 

Ooiihle  nr  Single 

Slagle 

n 

i 

Si?®,  inches 

5.625 

I 

Reverse  lever 

n 

H.  P.  Natnhai  Fra^ard  of  Center  22 

i 

L.  P.  Notches  Forward  of  Cente 

Ratios 

1 t71 

Heating  Sur^ce  USB)  to 

Grate  Area  (145) 

51.5' 

172 

Fire  Area  Thru  Tubes  il19) 

to  Grate  Area  (145) 

.1 

173 

Firebox  Heating  Surface  (156) 

to  Grate  Area  (145) 



174 

Tube  Heating  Surface  (155) 

to  Fire  Box  Keating 

Surface  (156) 

14.1 

•USED  m OALOULATMNS 


Table  XII. 

Dimensions  of  superheater  locomotive  2846. 


67 


GRAPHICAL  LOGS  OF  TESTS. 

A graphical  log  is  made  for  each  test 
to  show  the  condition  at  each  ten-minute 
interval,  and  to  indicate  any  irregularity  in 
the  weights  of  coal  and  water  during  the 
run.  These  diagrams  are  on  file  with  the 
Test  Plant  records.  A few  representative 
ones  only  being  shown  here. 


68 


M.  P.  Experimental  D>1 

Pennsylvania  Railroad  Company 


NpMTMCiw  CDftMM.  •as.twv  Counxi-r 


Sheet  No.  P-^863 


Sjnokebax  Supeiiieater 


TEST  DEPARTMENT 


Btaietin  No_  13 


Graphical.  Log  of  Locomotive  Test 


Auooha,  Pa..  3-23-1909 


UPPER  FIGURES  R.  P.  M 
LOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  2-8-0 
Class  H6b 
Number  2846 


AO  SO  I 10  20  30  40  SO  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Spe«a 

Cirt-off 

Per  C«rt., 

H,  P. 

Throttle 

Eeaporetioe 

in 

Reraluti«ni 

OpMtnft 

pMfiide  of 

Miles 

Fell 

Wster  per 

per 

Nlni<t« 

•r 

Poend  of 

Hour 

CjrHnderi 

Ptrtini 

Coal 

13,3^ 

80 

40 

p 

7.1 

Test  nq.  15Q2 


Sheet  No. 


P-.863 


69 


M.  P.  B>.p«rlm«ntal  D-1 

Pennsylvania  Railroad  Company 

MaiM>u.n«u,  AaItiiikmk  d>  Waimhotok  Raiukmo  Coopanv 


Sheet  No._£-S6^- 


Smolcebox  Superliuester 


II  w im 
»n*H 


WCST  JCnCT  A SCACMOW  Railaoao  ComPANT 

TEST  DEPARTMENT  Bulletin  NO  13 

Graphical  Log  of  locomotive  Test 

Altooma.  Pa..  3—24—1912 


;UPPEB  FIGURES  R.  P M. 
I-OWER  FIGURES  APPROX. 
SPEED  IN  MIUES  PER  HOUR 


O 10  20  30  40  SO  I lo  20  30  40  50  ^ ^ 

LENGTH  OF  TEST MINUTES  AND  HOURS 


Locomotive 

Type 2-&-0 

CLASS-JIfill 

Number  2646 


Miles 

per 

Hojf 

RevotutiOfls 

per 

Minute 

Cut -off 

Per  Cent., 

H.  P. 
CylliMlers 

Throttle 

Opening 

Fnll 

Of 

Partill 

Evaporaiio.'< 
Pounds  of 
Wlter  per 
Pound  of 

Coal 

16.67 

100 

45 

P 

7.02 

Test  No — 1?0S. 


Sheet  No. 


p-ee4 


70 


Pennsylvania  Railroad  Company 


Sheet  No. £=fife§_ 

anokebosL  SBperi»eater 


TEST  DEPARTMENT  Bolletla  NO IS 

Graphical.  Log  of  Locomotive  Test 

altoom.  pfi»24«1913 


UPPER  FIOURES  R.  P.  M 
LOWER  PIOURCS  APPROX 
SPEED  IN  MILES  PER  HOUR 


lO  SO  30  40  SO  I lO  20  30  40  BO  g Q 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Locomotive 

Type 

Class 


Number 


2846 


Speed 

in 

Miles 

per 

Knur 

per 

Mlnul* 

Cut-off 

Per  Ceel.< 

K.  P. 
CyllMteri 

Throttle 

Opening 

Fell 

or 

P«r(i»l 

Eeipoatlen 
Poeidt  of 
Wllorpor 
Poead  of 

Coal 

20,00 

180 

50 

P 

5*62 

Test  No. 1306. — 


Sheet  No. 


P-866 


71 


M.  I':  BxperlnieDUkl  D-1  IS  9 Itll 

Pennsylvania  Railroad  Company  *•'“** 

SalTIMUMC  a WAtHlMOrON  RAtl.AOAn  CnMPANr 

Nortmcrm  Ccmiaal  Railway  Compamt 

WUT  JKMCT  ^ SCAtHOAC  RailiIOAO  C«>MPANV 

Sheet  Mq  test  department  Bulletin  No ia_ 

GRAPHICAI.  LOG  OF  LOCOMOTIVE  TEST 

SoDoKelKix  Superheater  altoona.  pa..  3~30-1909 

leo 

« 

JO 

“0 

a 1 : J: 

■ MHiF 

1 

II 

B 

mj 

ffi 

lii 

Si 

El 

in  il 

11 

!f!j  ({?. 

1 

im 

1 

il 

mj 

TiiTim 

il 

1 

it 

00  { 1 
wa  { 1 

H t 1 

At  1 

ill 

P 

1 

U iril 

ttn 

$ 

il 

ll 

11 

ii 

ill  lilj 

i 

kt 

1 

1 

■lii 

iila 

llHi 

I 

ii.: 

1 

il 

m ii 

1 m'II  lliiii! 

■ 

LZQ 

^60 

z 

d 

0) 

IE 

III 

Q. 

tfi 

0 

J 

ui 

QC 

3 

in 

(A 

III 

IE 

0. 

IE 

111 

J 

0 

VOLUTIONS  PER  MINUTE  AND  SPEED  IN  MILES  PER  HOUR*  I I ft  ^ 

1 1 <?*  *"  R fH 

lA 

0 

Z 

0 

0. 

J 

J 

3 

0. 

(E 

< 

0 

c 

13 

1 

Tl  p!: 

li 

ii'i 

H 

Uir  tl  : 

¥ 

ii 

i'T 

if  I 

n” 

g 

|j[M 

m 

III 

M 

1 

{{ 11111 

liiiiii 

Htfiru  j i 

LOOP 

0 

<1  u 

L.' 

S 

Ui 

K 

PPC 

owe 

pse 

Q 

R no 

R FIO 

O IN  1 

URES 

>URES 

'Aiues 

o lo  ; 

R.  R.  M . 

APPROX. 

PER  HOUR 

so  30  AO  SO 

L.ENGTH 

Of 

t 

TE 

o 

ST- 

20 

— M 

3 

IN 

lO 

lUT 

40 

ES 

BO 

ANI 

2 

D Hi 

1 

OL 

O 

JR 

2 

s 

O 3 

o 

40 

• 3 

Locomotive 

SpM<> 

Ir 

Miles 

Reeoiutlons 

per 

Cut-off 
Per  Cent,, 

Throti 

Openi 

Full 

Ilf  Evaporation 

Rg  Pounds  of 

Wafer  per 
Pound  of 
al  Coal 

Test  No .1308 

Type 

CL.ASS  V6h 

Number  *8A6  ... 

per 

Hour 

Minute 

H.  P. 
Cylinders 

Parti 

13.34 

80 

40 

P 

7.7 

Sheet  No.  . 

72 


Sheet  No.  P^867 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PMIL»Oet(>MIA,  Baltimurc  a Wasmnoton  railroad  Comrany 
Northern  Central  Railway  Company 
West  Jersey  4.  Seashore  Railroad  Company 

TEST  DEPARTMENT  Bulletin  NO. 

Graphical  Log  of  Locomotive  Test 


H 9 1*11 
*s  lOK 


Smoke box  Superheater 


Altoona  Pa.  3-30-1909 


^SUPPER  PIOUPES  «.  P M 
UOWeP  FiOUPES  APPPOX. 
SPEED  IN  Mtues  PER  HOUR 


30  40  SO  j 10  20  30  40  SO  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Locomotive 

TVPE  8-6i0 


Number  2844- 


Speed 

IR 

Miles 

Pr 

Hour 

RevolutioRS 

per 

Mliuto 

Cut-off 

Per  Ceot., 

H.  P. 
Cylinders 

Throttlp 

Opening 

Full 

or 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coat 

16.67 

100 

46 

p 

6.6 

Test  No^  1309 


Sheet  No. 


P-867 


73 


U.  P.  Bxp«i-lni«ntal  D*1 

Pennsylvania  Railroad  Company 


. BALTIMOm  dl  WaSHINQTON  RAILROAO 
NOKTHCRM  CCNIOAL  RAtLWAV  COMRANr 
Wtar  JcncT  & Scaahorc  Railruao  Cowpanv 


Sheet  No  

SBBokeboK  Supexiie&ter 


TEST  DEPAt^TMENT  Bulletin 

Graphical  Log  of  Locomotive  Test 


NO  ...13. 


AiTooNA.  Pa.,  3w31-»1909 


U:  UPPER  FIGURES  R.  P.  M. 
UOWER  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


lO  40  SO  I lO  20  30  40  SO  ^ ^O 

LENGTH  OF  TEST— MINUTES  AND  HOU.RS 


Locomotive 
Type  


Class  H6b 


NUMBER_2a4A- 


Speed 

Miles 

per 

Hour 

RevoluHoos 

p«r 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Full 

or 

Partial 

Euaporttion 
Pounds  of 
Witer  por 
Pound  of 

Coal 

20 

120 

60 

P 

TesT  No.. 


1311 


Sheet  No. 


P-668 


74 


M.  P-.  BxperiniehWl  D>1 

Pennsylvania  Railroad  Company 

PHII.AOCLPHIA,  BM.TIWUM  & WASHIMOTOtt  RAMJIOM)  COMPAHY 
NOATHCRN  CCMtAAI.  RAH.WAT 


Sheet  No.  P-8&9 — 


Wist  JiRsir  St  SCAWonc  Rahjmmo  Comsamt 

TEST  DEPARTMENT 


Bulletin  No — IB 


Graphical  Log  of  Locomotive  Test 


Smokeboic  Superheater 


Altoona.  Pa.. 4-2-1909 . 


OUPPER  PIOOReS  R.  P.  M. 
UOWSR  rieURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type  


30  AO  SO  I lO  20  30  40  SO  ^ 10  SO 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


CLASS._H6h_ 


Number  _2i4S 


Sfsed 

le 

MHn 

Pr 

H«gr 

RcsSillMt 

■iMtS 

Cst^e 

PsrCsnt., 

H.  f. 
Cylinder! 

Throttle 

Opening 

Fill 

or 

Ptrtial 

Evaporatlsn 

PMIldsof 

WMsrpsr 
PsMd  of 

CmI 

16*67 

100 

45 

P 

5*86 

1314_ 


Sheet  No. 


p-e69 


75 


M.  P.  BxpvriluenukI  0-1 

Pennsylvania  Railroad  Company 


Sheet  No.  P-670 


SbokelMZ  Superheater 


W«r  JiMcr  & ScusMonc  RtitiioAO  CtMiOHy 

TEST  DEPARTMENT  Balletia  No  13 

Graphical  Log  of  Locomotive  Test 

Altoona.  Pa.,  4»2i»1909 


L.owcn  pu 


O 10  20  30  40  BO  I 10  20  30  40  60  ^ 

• M.  LENGTH  OF  TEST — MINUTES  AND  HOURS 


Locomotive 

T VPP-  Z*6kO 


Class. 

Numbi 


Bdfir 


Spowi 

1* 

miM 

Rf 

Most 

lUvshitlM* 

pw 

Mlsiit* 

Cot-olf 

Per  Ceol., 

H.  P. 
CpRedert 

ThfoWe 

OpeAieg 

F(dl 

Partial 

Evaporatiee 
PoaaiU  of 
Water  |>er 
Poaad  cf 

Coat 

20 

120 

50 

P 

5*31 

Test  No.. 


Sheet  No. 


B-870 


76 


M.  P.  BxoerUnental  D-1 

PENNSYLVANIA  RAILROAD  COMPANY 

PHivAon.i>MA,  BM-Tmone  & Wuminotoh  Railikmd  Otmnuti 
>tOKTHCIW  CanML  Rulwat  Comtamy 
Wt*T  JoncT  A.  Sgaihomc  Raiuwao  Company 


umu 

s*vM 


Sheet  No.  P-871 


TEST  DEPARTMENT 


Bulletin  Ha  13 
Graphical  Log  cp  Locomotive  Test 
Smokebox  Stgpet%&»Xer  » Siq>eTb&ater  Beseved  altoom,  pa..  4-'&-1909- 


lUPPER  FIGURES  R.  P.  M. 
l_OWER  FIGURES  APPROX. 
SPEED  IN  MIUES  PER  HOUR 


LOCOMOTIVE 

Type 

ClasSl.  asv 

Number 284^- 


io  ao  30  AO  50  I lo  ao  30  ao  50  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


10  20  30  AO  50 


Spetd 

HI 

Stiles 

per 

Hoik 

ReveluHons 

per 

Minute 

Cul-olf 

Per  Cent., 

H.  P. 
Cylinilers 

Throtlli- 

Openine 

Full 

Partial 

Evaporation 
Pounds  of 
Water  per 
Pound  of 

Coal 

13,34 

80 

40 

P 

6.6 

1316 


Sheet  No. 


77 


M.  P.  BxiMrimant*]  D-1 

PENNSYLVANIA  RAILROAD  COMPANY 

PMH.AOCt.PHU,  Baltimopc  A Wawchcton  Raicii 

Northicm  Ccnthal  Rah.wat  OoupAirr 
War  JCRCCT  * SCACHOW  Raoroao  Company 


Sheet  No._  ?2®Z2_ 


TEST  DEPARTMENT 


Solletin  No,  13 


Graphical  Log  of  Locomotive  Test 


SmpkBbQx 


N.  Superheater  Baaoved 


Altoorr.  Pa..  4-^-1909 


:UPPER  FIGURES  R.  P.  M 
UOWER  FIGURES  .c^RPROX. 
SPEED  IN  MILES  PER  HOUR 


Locomotive 
Type 
Class  I6b 
Number  2846 


so  30  40  SO  I lO  20  30  40  SO  ^ ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Speed 

in 

Mites 

per 

Hour 

. RcYOluHons 

per 

Minute 

Cut-off 

Per  Cent., 

H.  P. 
Cylinders 

Thrcftle 

Opening 

Full 

Partial 

Evaporation 
Poonds  of 
Water  per 
Pound  of 

Coal 

16.67 

100 

46 

F 

6.16 

Test  No 1219l 


Sheet  No- 


p-e72 


78 


M P.  Rxpf  nniental  D-1 

Pennsylvania  Railroad  Company 

PHtLAOCLPHU.  fiALriMOftC  WASHlNttTON  RAILflOAD  COMPANY 
NORYMtAM  CANTRAL  RAILWAY  COAIPANY 
WC«T  JCNEtY  & SCARIIORC  RaiLRUAO  COMPANY 


Sheet  No 


TEST  DEPARTMENT 


Ballet  in  No. 


Graphical  Log  of  Locomotive  Test 
Staokebox  Saperbeater  - Superbeeter  Removed  aitoona.  pa..  4-8-1909 


«UPPe<*  FIGURES  R.  P.  M. 
LOWER  FIGURES  APRROX. 
SRCSO  IN  MILES  RER  HOUR 


I lO  30  30  40  SO  2 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


LOCOMOTIVE 


CLASS-Bdb 

Number 


SpMd 

in 

Bliw 

K«ur 

RevoliifiMs 

PR 

■hrat* 

Ciit-«r 

PrCmI., 

H.  P. 
Cy««dm 

Tbrettin 

OpMln* 

Full 

or 

Partial 

Empontlsn 
Penmlt  of 
Water  par 
Pound  of 

Coal 

RO 

ISO 

60 

p 

4«70 

Sheet  No. 


B-fi7S 


79 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 


It « ini 


Sheet  No. 


WUT  Jtnstr  a SCKSHOite  Rhilkoao  Compamy 

TEST  DEPARTMENT  Bulletin  NO.  13 

Graphical  Log  of  Locomotive  Test 


SmckeBoz  Snpertieater,  Supeiiieater  Removed 


Altoona.  Pa..  4e*12p-1909 


•SUPPER  PIOURES  R.  P.  M. 
UOWER  PIGURES  APPROX. 
SPEED  IN  Mll.ES  PER  HOUR 


Locomotive 

Type. 

Class 

Number  2dd6 


Speeii 

in 

MIIm 

p*r 

Hour 

Revolatloiit 

ptr 

Mliuto 

Cirt-off 

Per  C«rt., 

K.  P. 
Cylindort 

Tlirotfle 

Opening 

Full 

or 

Pirtiil 

Evaporaiwn 
Pounds  of 
Watorpo' 
Pound  of 

Coal 

13e24 

60 

40 

P 

7.2 

Test  No,__i382^_ 


Sheet  No. 


P-874 


80 


81 


If.  P.  Kxperimsntal  D-1 

u • uu 

Pennsylvania  Railroad  Company 

PHILADCim<M.  BALTMTOW  S WASHINOTOM  nAlinOAO  COMPAM 

NOflTHClM  CCHTAAl.  RAILWAY  COMFAHY 

WC«T  JIAMY  S SlAaHon  Railaoao  Oowaamy 

Sheet  No.  P»«876 

TEST  DEPARTMENT 

Bulletin  No  13 

Graphical  Log  of  locomotive 

Test 

Smokebox  Superheater 

- Superheater  Renxoved 

Altoona.  Pa..  4-33-1909 

UPPER  FIGURES  R.  P.  M . 
LOWER  FIGUR  es  APPROX 
SPEED  IN  MILES  PER  HOUR 


LOCOMOTIVE 

Type 

Ci-Ass 

Number  2846 


30  40  so  I lO  20  30  40  50  ^ 

LENGTH  OF  TEST — MINUTES  AND  HOURS 


Speed 

Miles 

Hour 

RevoluHoflS 

per 

MIeute 

Cut-eff 

Per  Cent., 

H.  P. 
Cylinders 

Throttle 

Opening 

Fell 

Of 

Purt'il 

Evaporation 
Peuedt  of 
Water  per 
Pound  of 

Coel 

20 

120 

45 

P 

6«oe 

Test  No. 


Sheet  No. 


1324 


Pw876 


82 


83 


M.  P.  Experimental  D-1 

Pennsylvania  Railroad  Company 

PHH>Oei.rHI*.  exLTIMOIW  A.  WASHtHOTOM  RAILDOAI)  OhaPAMT 

Noaimerk  Cchihal  Hailwav  Coiapant 

WC«T  JCAAEY  d.  SCAAHAAf  RailRY^AO  C«>MPARV 


U » Itll 

• xi»H 


Sheet  No.-  PbR878 


TEST  DEPARTMENT 


Bulletin  No 

Graphical  Log  of  locomotive  Test 

Smokebox  Superheater  - Superiieater  Resnoved 


i3 


Altoona,  Pa  . 4-17-1912 


tiUPPCR  FIGURES  R.  P.  M. 
L.OWeR  FIGURES  APPROX. 
SPEED  IN  MILES  PER  HOUR 


30  AO  SO  I lO  20  30  AO  SO  ^ lO  20 

length  of  test — MINUTES  AND  HOURS 


Locomotive 

Tvpg  B-S-O 


ClasS—H^I). 

Number  2a4fi 


Speed 

U 

Milet 

P«f 

Hour 

RevoluHone 

per 

Mhiuto 

Cirt-oir 

Per  Cent., 

H.  P. 
CyHnderj 

Throttle 

Opening 

Full 

Pertiel 

Evaporation 
Peundt  of 
Water  per 
Pound  of 

Coal 

L6e67 

100 

45 

P 

6,70 

Sheet  No. 


P-878 


